Common Causes of Chrysler Trans Problems & Cheap Repairs

How to RETRAIN the transmission

How to make the transmission LAST LONGER

How to do a transmission FLUSH

History of this transmission

Transmission Types

The Different Chrysler Transmission Fluids

Slipping Problem

[Originally from www.allpar.com/fix/trans.html, can no longer find this particular page; Found this copy on: http://cloud.prohosting.com/davenger/information.html ]

There is NO UNIVERSAL TRANSMISSION FLUID. DO NOT USE DEXRON! WHY? The friction characteristics of DEXRON are different from 7176. It is a "grabbier" fluid. The Chrysler transmission has an electronic system which continuously senses the behavior of the transmission and regulates shifts accordingly. If DEXRON is used, the clutches inside the transmission will "grab", and the electronic controls, which sample the operation of the transmission about 140-180 times a second, will let up on the clutches. The clutches will then slip excessively, the transmission will try to tighten up on them, and due to the characteristics of DEXRON, they will again grab. This will occur at the 140-180 times per second rate, and the transmission will have a shuddering feel to the shifting. This is also very hard on the clutches, and they will have a short life. The cost to overhaul one of these transmissions is about $1200-$1400 on a front-drive car, so you DO NOT want to shorten its life. There is NO UNIVERSAL TRANSMISSION FLUID. DO NOT USE DEXRON!

Don't just assume your mechanic or dealer knows what fluid to use. Ask them what they will use and make sure it's the right one. (Some people recommend watching the mechanic pour it in, and for good reason! We have been told about mechanics who said they were using 7176 when they were not. Is a customer's transmission worth the $10 for better fluid?)

All Chrysler four-speed automatic transmissions are very sensitive to the quality of the transmission fluid. Only use Type 7176+ in these transmissions (type 9606 in 2000 and up models). Do not use Dexron or Mercon.

Often, people can cure their transmission problems simply by changing the fluid! If you suspect (or know) they have put Dexron in, invest the $40 or so to have it replaced immediately - otherwise, you'll have a nice big transmission bill!

There is no universal automatic transmission fluid. Chrysler four-speed automatics only use Type 7176+ (9606 for 2000 and up vehicles), regardless of what the dipstick or owner's manual says.

If you don't have any problems until you have your car serviced...what does that tell you?

If you need to add a pint of fluid and 7176 is not available, drive a few miles to the next place which has it. This will be less harm than using DEXRON.

If a mechanic says he can substitute a little DEXRON and it won't do any harm, LEAVE!

If someone says he can use DEXRON plus an "anti-friction additive" in your Chrysler transmission, LEAVE!

If you have some DEXRON lying around from your old car, give it away to some friend with a GM or late Ford car.

If somebody puts DEXRON in, take it to a shop which uses 7176, and have them drain the ENTIRE transmission, and refill with 7176. This will cost about $160.00.

(FILTER: Some say "use only Mopar or 'quality' brand filter." Problem is, they don't say what the problem is with the so-called "wrong" filter. If it fits, then the only "problem" there could be is that the filter element is somehow inadequate. Maybe. But they just don't say.)

[Added by a poster:]

Use of Dexron/Mercon (GM and Ford standards) in the Chrysler transmission can cause bad shifts or a clogged solenoid pack.

I do realize that the AW4 was made by Aisin Warner, but it was designed and built to Chrysler specifications.

[From: http://www.allpar.com/ed/tips/trans.html ]

[Copy of Chrysler Dodge Caravan Transmission Problems & What to do about them]

Tips to Chrysler: Saving Money on Transmission Repairs

"Tips to Chrysler" is a regular feature in which we propose obvious and credible actions which can increase Chrysler's sales and/or cut their costs, and hope against hope that someone at Chrysler is listening.

Since its introduction in 1989, the four-speed automatic has been a sales marvel - for Toyota, Ford, General Motors, and Honda. Thanks to one simple design flaw and many more complicated flaws, it has probably been the single greatest contributor to Chrysler's current weak reputation for quality. When the transmission fails, especially when it fails many times, customers simply put Chrysler onto their "never buy again" list. Most do not research the problem and find a way around it. Amazingly, the cure for (what we estimate to be) 90% of Chrysler transmission failures is using the wrong transmission fluid!
(For more details, click here: http://www.allpar.com/fix/trans.html .)

Does every mechanic know about Mopar transmission fluids? NO!

Does every customer know about Mopar transmission fluids? NO!

Does this lack of knowledge result in the death of Chrysler transmission? OF COURSE!

What happens when the transmission fails? The customer tells their acquaintances that Chryslers are garbage, and goes out and buys a Honda.

Here's the amazing thing: not only does Chrysler seem to keep the transmission fluid requirement a secret, noted only in the depths of the manual - which few read - but many transmission fluid dipsticks actually say that you can use Dexron when the proper fluid is not available. (Sure - then you can buy a new transmission a month later.)

Thus, our tip of the week for Chrysler:

Put a bright yellow sticker near the transmission fill tube with a warning that you CANNOT use Dexron or Mercon fluid. Print the SAME warning ON THE DIPSTICK and into the owner's manual. Send out a post card to each Chrysler, Dodge, and Plymouth owner with an under-hood decal to retrofit the existing fleet. By all means, explain the reasons why a special fluid is needed for Chrysler's unique adaptive transmission, but get those warnings out there.

Fixing this one simple problem - customer and mechanic ignorance - via a simple, cheap solution would save Chrysler literally thousands of dollars (we suspect tens or hundreds of thousands a year), probably saving the company the entire cost of the project within a single month. But it would do more - it would start to wrestle the company's reputation up from the mud.

Every fixed transmission would keep one person from telling ten friends about their "crappy Chrysler."

One of every two or three would, we estimate, keep one person within the Chrysler/Dodge fold, instead of sending them to the Honda dealer for an Odyssey.

It's insane for Chrysler to have gone on this long without taking action. It would be even more insane for them to keep on building those specialized transmissions without any clear, blatant, non-ignorable warnings to customers.

The ball's in your court, Chrysler.

Long term / higher investment solutions

Four-speed automatics seem to be on their way out as a new crop of five-speed automatics, including a very good one used by Chrysler in the Jeep Grand Cherokee, take the field. We suggest that Chrysler phase out, as quickly as possible, its current four-speed automatic - whose inefficiency some estimate adds one second to the zero-to-sixty acceleration of the 300M! - and replace it with one designed more recently by Mitsubishi, Mercedes, or pretty much anyone else. In the long term, Chrysler should, presumably together with Mitsubishi, develop a new five-speed automatic capable of replacing the current four-speed in all front drive applications.

Too many customers have been burned by this one. Too many potential customers have been turned off by disaster stories - and by Consumer Reports' articles and comments on the automatic. It's time to move on to something better - or at least something with a better reputation.


ATF+3 = 7176. ATF+4 = 9602

[http://www.allpar.com/forums/lofiversion/index.php/t42116.html ]
The A604 and 41TE are one in the same transmission, just a new designation by DC{Daimler Chrysler]. [RUMOR HAS IT THAT CHRYSLER CHANGED THE NUMBER OF THE TRANSMISSION WITHOUT IMPROVING OR CHANGING IT, then recommending different fluid "ATF+4" - rj] The A670 is a 3spd used behind the 3.0 Mitsu V6, basically the same internals as all other 3spd autos, just a different designation. Same as the A470 (Mitsu 2.6 pattern) and the A413/A404.....hence the A670 designation.


[ http://www.allpar.com/mopar/four-speed-automatics.html ]

The A604 was a revolutionary development, but it suffered from Lee Iaccoca's desire to rush it into production. It was the first electronically shifted hydraulic automatic transmission that used fuzzy logic to learn to adapt its shifting pattern to match the driver's habits and tastes, as well as to compensate for internal conditions. No other automaker had attempted to replace the many valves and servos in a transmission with simple solenoids controlled by a computer. What's more, Chrysler was often not followed by others in their use of a "limp" mode, to take the driver home even in cases of control failure. The limp mode deliberately restricted the driver to second gear so the vehicle would be serviced.

Chrysler reportedly put over a million miles of testing on the A604 before its first use in 1989, which is when they discovered that Dexron fluid was not good enough. However, the company did not make this clear to customers, saying that Dexron was good enough if their own fluid, ATF+3, was not available. Nor did they get the word out to oil change places and corner mechanics. As a result, many, many transmissions were destroyed. Even some dealers apparently told customers they could use Dexron. The result was a terrible reputation for quality - we have been told by one transmission rebuilding establishment that the horrific return/repair rate on their own transmissions fell to normal levels when they switched to ATF+3, and that was around ten years after the A-604 was first introduced!

Transmission Types

[A604 and 41TE transmissions. 1995-2003 4 SP FWD / V6 3.3L/3.8L / 41TE or A604. ]

Initially called A604 Ultradrive, this transaxle was the first, and for a long time the only, fully electronic transaxle, and it has come a long way from 1989, when every day a new service bulletin came out revising this part or that procedure... Now called the 41TE (4 forward ratios, load range 1, transverse mount, electronic), this transaxle still sees duty in minivans and all other Chrysler front-drive transverse applications. The 41TE is an "improved" version of the older A604.

groups.google.com/group/rec.autos.makers.chrysler ...
It is normal for 41TE(A604) transmissions to drop a lot of clutch silt in the pan. Compared to older RWD 3 speed units, what you see in the pan of a 41TE(A604) looks scary. But it's entirely normal. There's 5 clutches in the transmission itself, and there's a larger clutch on the torque converter. By design, the torque converter clutch is partially engaged (slipping) at times. So, in normal use, these things generate something like 2 to 3 times (maybe more) clutch debris than the older units.

The Different Chrysler Trans Formulations

{Dodge Caravan, 3.3 and 3-speed transmission]

Chrysler has a number of different ATFs: MS-7176D (also known as ATF+2) is Chrysler's version of a friction-modified ATF that's similar to Dexron II. But Chrysler's fluid is more slippery than GM's, so Chrysler recommends using only ATF that meets their specs in Chrysler transmissions. In other words, do not use Dexron or Mercon in a Chrysler transmission.

Chrysler MS-7176E (also known as ATF+3) was introduced in 1998 and supersedes ATF+2. It should only be used in 1998 and newer Chrysler transmissions, but can also be used in earlier Chrysler transmissions.

Chrysler ATF+4 is for 2000-01 model year applications, and their newest fluid ATF+5 is for 2002 and newer models.

[From a Chrysler dealer site] All Chrysler four-speed automatic transmissions are very sensitive to the quality of the transmission fluid. Do not use Dextron or Mercon. They are stickier and grab in an electronic transmission. They are for FORD products. They will ruin your transmission.

There is no such thing as a universal automatic transmission fluid. Chrysler four-speed automatics only use ATF+3 (ATF+4 for 2000 and up vehicles), regardless of what the dipstick or owner's manual says. Also some additives will ruin your transmission too. Avoid that can of LVT (Liquid Voodoo Technology with the big promises).


How To Retrain The Transmission

1. Disconnect the battery to wipe the system memory clean (of course you will lose your radio presets and clock, but that's worth if it fixes the problem).

2. Reconnect the battery [after a decent interval] and start the engine.

3. Drive trying to maintain a constant medium throttle position as it accelerates up though all four gears (watch your tachometer). If the tranny is working correctly, you should only have to go to 45-50 mph. Do this from a standing start 15 - 20 times. You'll need a couple of miles of lightly travelled two lane.

4. With the van below 25 mph, do 5 - 8 wide open throttle kickdowns to 1st from 2nd or 3rd. let the van run in 2nd or 3rd for at least five seconds between kickdowns and remember to kick it down from below 25. With the van above 25, do 5 - 8 part to wide open throttle kickdowns to either 2nd or 3rd from 4th. Again let the van run for at least 5 seconds in 4th between kickdowns. Kicking down from 45 or 50 mph should work.

Simply disconnecting your computer or battery for a day or so may work, but it may not.

From: autos.groups.yahoo.com/group/ dodgegrandcaravan/message/128

[ http://www.allpar.com/fix/trans.html ]

This page is designed to help you to quickly and cheaply fix your "bad" Chrysler, Dodge, or Plymouth four-speed automatic transmission. Here are the most likely culprits, each of which can probably be fixed either by you or by a local mechanic for under $100:

Incorrect transmission fluid (cost: $40-60) - most common problem!

Solenoid pack (cost: about $60-$150 plus labor. May just be clogged.)

Computer needs retraining (cost: time)

Computer firmware needs upgrade (cost: Chrysler dealer should do this for free; may be up to $200)

Incorrect filter used. / Loose electrical connection (cost: time) / Leaking seals (cost: rebuilding)

Note: if you are having the "bump shift" see the bump shift section, below. One way to extend the life of any transmission is with a transmission fluid cooler and a deeper pan. If a cooler is offered as an option (you may need to ask), buy it. Some may choose to add an aftermarket fluid cooler.

"changing the fluid alone in 93-95 units is a short term fix; the TCM (The Transmission Control Module ) must also be flashed (get your computer updated - "retrain" the computer) or replaced to prevent the fluid from becoming degraded again and to eliminate partial "EMCC" TCC operation which was the cause of 90% of TCC shudder complaints (NOT THE CONVERTER ITSELF!) as well as the aforementioned bump down (shift scheduling changes in the software took care of most of low mileage complaints).

As detailed in a 1995 technical service bulletin, 18-24-95, many issues (including the infamous "bump shift") can be resolved by updating the computer's flash ROM (where possible), and carefully going through a retraining process.

Michael Richards wrote: The Transmission Control Module (TCM) indicated a flash upgrade (software?) was needed to eliminate hard/erratic shift problems after 2 dealers told me I needed a $1600 transmission rebuild. I insisted they perform the upgrade first. TCM refused to accept the upgrade so I had them replace it (they did it under protest). Now my transmission works like new. It cost 'just' $200. Something to consider.
Remember - if you have to replace Dexron that's been erroneously put in, also retrain the computer and "flash" the computer memory (if applicable).

Certified Master Tech Chris Taurman wrote: Do not take solenoid packs apart. This alters the calibration of the unit! If the filters are plugged up, replace it! The current unit costs about $150 and eliminates the need for a sound shield and separator plate!

We have been told that ATF+4 is not compatible with transmissions requiring ATF+3. Scott Brown tracked down an engineer who noted that ATF+4 can degrade the seals of ATF+3-compatible transmissions.

Transmission Exchange said the computer should be retrained when a rebuilt transmission is put in. This prevents both clutches from activating at the same time.
Henry Traska noted that it may be best to retrain the transmission after changing the fluid if you were experiencing shifting problems.

The bump shift problem is in three-speed automatics. [3-speeds are in the 3.0 & 4-cyl models ONLY... and they have more problems than the 3.3 or 3.8] "Bump down" is not caused by the low/reverse clutch. The underdrive clutch is the primary cause of all other bump down complaints (the piston seal leaks causing the computer to command 100% duty cycle of the UD solenoid causing harsh downshift). A rebuild is the only repair for this root cause.

...As a former Porsche tech and the owner of a new Grand Caravan I have noticed a load dependent noise at 45 to 60 mph. My ear tells me this is a bad pinion bearing. It is important to remember that pinion bearing failures can take years to finally ruin a transmission hence the car owner can be run around for a long time...

...From what I have been reading, torque converter lock up shudder seems to be quite a common issue for A604 transmissions. I asked several mechanics at different transmission shops if there was a way to disable torque converter lockup on the A604, and they all said it was impossible. They all said that the computer would detect it and go into "limp mode." Having an electronics and computer background, I could not accept that as a final answer. I knew that there must be a way.

[ Lengthy article on http://www.allpar.com/fix/torque-converter.html ]


Some info from: www.carkb.com...

If you want your transmission to last a long time:

First, even though the minivan will almost lay rubber if you stomp on the gas with that torquey engine at the light, refrain from doing that. Automatic transmissions are delicate beasts: they cannot take what the engine can give. Learn to feather the gas pedal. These front wheel drive trannies are not the rugged pieces of hardware that rear wheel drive automatics were.

Second, if you bought your minivan to use as a sort of dual use truck/people mover, you made a mistake. There is a reason why most of these vans running around that have trailer hitches on them only have a class -2 hitch. These vans are made to be the ultimate people movers. They are not made to haul plywood sheets around all day long or deliver pizzas, regardless of what Chrysler's marketing people may say.

Third, change the transmission fluid regularly particularly if you have ATF +3 as factory fill.

Forth, fit an accessory transmission cooler if there is not already one on the vehicle. Overheating from lengthy highway trips is a major cause of failure. Transmission burnout usually occurs during a lenghty high-speed drive.

The more often you will drive at higher speed (more than 70mph) the shorter the transmission life will be.

Never accelerate when one wheel begins to spin (e.g. on snow or ice) - it will cause overheating (the most frequent cause of transmission failure).



The manual recommends keeping it in 3rd gear on hilly terrain to prevent overheating from too-frequent gear changes:

Ref.: http://www.car-groups.com/post/68992/A604_Question....html
"When driving in hilly areas, in heavy traffic, carrying a heavy load, or whenever frequent transmission shifting occurs, [don't use Overdrive ("D"), keep it in 3rd]. This will improve performance and reduce the potential for transmission overheating or failure due to excessive shifting."

This does reduce the MPG a bit, however... which begs the question:

Does the torque converter clutch engage when in 3rd gear?

Ref.: http://www.ugroups.com/hobbies/viewtopic~t~2296~start~45~.htm
FSM page 21-323 section: TORQUE CONVERTER CLUTCH (TCC) second paragraph: "converter clutch engagement in third and fourth gear range is controlled by sensor inputs to the powertrain control module." [NOTE: Refers to the type with an "O.D. Switch" in addition to the "D" & "3" positions. Final answer still pending. ]

From a Google-conversion of a PDF document, from which the below is excerpted
•[From another PDF manual for the 2004 40/41TE transmission:] Theory of operation: When in 2nd, 3rd, or 4th gear, the torque converter clutch (TCC) can be locked when certain conditions are met. [Conditions which are monitored by the computer, which activates the TCC.]

Sample msg. from: http://forum.chryslerminivan.net/archive/index.php/t-391.html
Maybe true, maybe not: "The torque converter clutch will engage in 3rd gear, if the selector is placed in the "3" position. You can feel the converter locking up at about 30 MPH, if you're cruising and not accelerating hard..."



The factory mounted auxiliary transmission cooler was plumbed in series with the radiator tranny cooler thusly - instead of the output line from the radiator's tranny cooler at the bottom going straight back the the tranny, it instead went to the auxiliary tranny cooler then from there back to the tranny input. This is so that the fluid can be further cooled after exiting the radiator tranny cooler.

If these lines are reversed, as they were in my van, with the output line from the tranny connected to the auxiliary cooler and then to the bottom of the radiator, the tranny fluid exiting the top of the radiator tranny cooler with be much hotter, and in addition the cooling of the auxiliary tranny cooler could even be completely negated.


1996 Caravans: The 2.4 and 3.0 came with a 3-speed automatic transmission; the 3.3 & 3.8 , with 4-speed automatic.
[http://www.carreview.com/Minivans/Dodge/PRD_198_1530crx.aspx ]
Pass by anything that doesn't have the 3.3 liter engine. Second, many of the available transmissions on these vans are lousy. However, the 3-speed non-overdrive transmission, available with the 3.3 engine after 1995, is supposed to be fairly good. [I've found nothing about the 3-speed Trans being available on the 3.3 or 3.8; only on the smaller engines - rj] If you want one of these vans (either a Caravan or a Voyager, they're the same), shop around until you find a 3-speed with the 3.3 liter engine. The 3 speed automatic is supposed to be much more reliable...

...I think they fixed the tranny problems on the 96 year models and up...I traded my 94 in on a 96 Grand Caravan. This one is working great except for I have the front tranny seal start to leak but other then that it works like a charm. I now have 276,000 mi. on this and still going strong.

...the model and year is far less important than how it was looked after...compare warranties of the different manufacturers because with all the electronic B.S. on vehicles today even the highest rated mvan may have a few minor glitches here and there...

...As far as the transmission problems, I will say that the 4-speed automatic is VERY poorly built, and this is the word from a transmission veteran. However, the 3-speed is a lot better because it's not constructed of all clutches like the four speed....

[www.thesurecure.com/parts/parts/SC-41TE.htm - Has a "Reconditioning" kit for the 41TE transmission ...]

Common complaints with 41TE or 42LE transmissions include erratic or no torque converter clutch control, second gear starts and/ or low reverse switch code. These can be caused by the solenoid switch valve plugs cocking in the bore.
Sonnax now has a replacement switch valve plug kit 92835-02K. The two functional plugs have been redesigned to prevent cocking in the bore. One plug has a tightly toleranced thru-hole that guides a stem on the mating plug. The origi-nal end plug can be re-used, as it acts only as a bore seal.
2003 Sonnax 92835-02K( rb) 5-15-03 sonnax 800/ 843-2600 802/ 463-9722 fax: 802/ 463-4059 www. sonnax. com info@ sonnax. com
...found that Chrysler's Mopar ATF+4 had misted onto the hot Exhaust [from the p/s pump or fitting] causing the fire that quickly put the entire vehicle into a blaze. The vehicle had only 51,869 miles on it, although a professional independent investigator showed that this was clearly not the fault of the consumer, Chrysler declines any responsibility for this fire. Also a 1999 Dodge Intrepid w/46,000 miles that caught fire due to a faulty Transmission Line Clamp and Chrysler also declined responsibility. Consumers should know that Mopar ATF+4 is the required fluid for these vehicles. Additionally, Chrysler's Power Steering and Automatic Transmission seals, lines and fittings are prone to premature leakage and consumers should be well aware of this potential fire hazard.
[http://www.lemonaidcars.com/chrysler.htm ]

The disastrous A604 4-speed automatic was particularly troublesome on 1988-91 models. Then it was renamed the 41TE and 42LE ... Software and hardware cures for these factory-related defects are listed in DSB #18-24-95. The two following bulletins suggest that minivan automatic transmission "limping," shuddering, and delayed shifting continues well into the 1998 model year...
...I have even found that the (2002 Model Year) 41TE/A604 4-speed automatic transmission is capable of lasting 200,000 miles also as long as you have the transmission fluid flushed and filter changed every 15,000-30,000 miles with Chrysler ATF+4 transmission fluid. ...

Yes, the transmissions do whine, exactly in the manner you describe. It's not a problem, but typical. It was first noted in the Consumer Reports test of the 3rd generation, in '96. My 97 makes those noises. Noticable when accelerating, but not at speeds. ...



Transmission flushes can also be do it yourself, but I've never done one. Here's a post from the Allpar forum talking about it--edited for content specific to Mopar trannies:

From someone who has changed the fluid several times on these 4 speed transmissions, I offer these tips for those who want to do it themselves. Minivans are very easy as the transmission pan is right up front and can be done without ramps if need be but lifting makes the job much easier.

Before you start, take the van to a self car wash and blast all the crud off of the pan and surrounding area. A surgeon would not think of opening up a patient without first prepping the area. This is something most shops will not do so right here, you are doing a better job.

First, use the OEM filter and RTV silicone for the pan (MOPAR specific). You must use ATF+3 for all 99 and older minivans or you run the risk of torque converter shudder. 00 and newer take ATF+4 (MOPAR specific). Be sure to clean the pan on the inside along with the magnet. Let the RTV set up before filling the pan. 30 minutes is probably overkill but thats what I do. The shops usually do not wait that long.

You can flush the fluid yourself by first changing the fluid and filter in the pan. You will need a bucket to catch the fluid from the flushing part of the exercise. Disconnect the return line line at the transmisson and let the hose drain into your bucket. The return line is the one that connects to the bottom fitting on the radiator.

Have a helper start the van with the trans pan full and watch for flow out of the hose into your bucket. You might have to shift through the gears and place the shifter in neutral before the flow starts. Slowly add new fluid until whats comming out looks nice and pink. You might have to shut off the engine a few times as it is somewhat combersome to feed in the fluid and watch whats comming out at the same time. I picked up a plastic fill hose that fits the 1 gallon size of ATF (and other fluids) at Wall Mart that makes filling through the dipstick a snap.

Do not let the pan run dry. It does no harm during the flushing processs to be a little over filled than underfilled. When finished, be sure to re-connect the rubber cooler line and fill the transmission to the correct level. You do not want to be overfilled here so take your time and follow the instructions in the owners manual for this.

By the way, if your rubber cooler lines are brittle when cold, change them now! Rubber ages in a most un-pleasant way when hot fluids are run through them for 80,000 to 90,000 miles. You do not want think about what will happen to your transmisson's innards when it is run dry!. Buy the OEM molded hoses from the dealer as they are not expensive and fit perfectly. DO NOT use fuel line for this as the rubber compound is different.

You will probably need 3 gallons to do a good job but the results are worth it. Very easy to see the difference in fluid color when all the old is out of there. Total cost should be less than $50 using Mopar parts.

There are no bands to adjust on the 4 speed transmissions as they all use clutch packs that are self adjusting. Get a factory shop manual if you plan to do lots of work as it is full of great information that a Haynes manual does not have (MOPAR specific).


The tramsmission governor is the shaft assembly shown beside the trans housing. (Photo not Caravan tranny, for general info only.)
PROBLEM: When cold the tranny works fine, then about 5 minutes later it begins to slip slighty, then it stays in first and won't shift to second - unless I put it in neutral for a few seconds, then put it back in gear and it goes into second. But as soon as I give it gas it jumps back down into first gear ...all the while, the tranny begins to whine noticeably louder. Local Dodge dealer says it needs a complete rebuild or rebuilt one. Could it be something else?

A: Could be a stuck govenor, or something wrong with (or sitting on) the kickdown cable (Runs from the accelerator pedal [or throttle body linkage] to the trans.). Both can be repaired without removing the transmission.

[Toyota compared to Chrysler Transmissions]

Toyota uses an "adaptive" tramsmission like the Chrysler, in its Sienna vans - 5-speed.

"...Toyota has a habit of ignoring the problem until the public awareness starts to affect sales or new cars. It took then 3+ years of knowing the 3.0 engine head gasket was a problem until they assumed the responsibility. As of late they are just starting to help some customers but it's a hidden secret and not many are getting help. ..."

TRANSMISSION COOLERS (Thin: ¾ - Inch)- www.alamomotorsports.com

1 ½ - Inch Thick Coolers - same site

J C Whitney Transmission Coolers