Will not shift in to park took shift cable off then shifted into park with lever to remove key it will crank only in neutral Do you.
When you shift it at the lever, does it actually engage into park? If so, it has to be the cable itself is either stretched, broken, or out of adjustment. If it is fully in park and wont start, chances are the neutral safety switch is bad. Was this answer. No it only goes as for as reverse when shifting it by hand underneath the Guage on the dash reads all gears except park removing cable from transmission only allow me to move column lever to park to remove key Update removed neutral safety switch and Trans pan found piece hung near outer case image attached don't have no idea what it goes too can you help with that Was this answer.
I can't open the pic. If it is internal, look at the pic I attached and tell me aprox where it is located. Also, if you can save your image as a jpeg, it should open for me. By the way, I feel confident you found the problem.
Image Click to enlarge. It says jag now Was this answer. That looks like the adjuster off one of the clutch bands. If that is the case, and I think it is, my guess is one of the bands is blocking the linkage from shifting to park. Sorry so long to update put in new band replaced the anchor still selector will not show park replaced neutral safety switch trans will not lock out still looking for a fix Was this answer.
If it isn't showing park when you shift to it, that sounds like a range sensor. Was the part you posted from the band? They have the range sensor unless you have a or series truck. Those actually have a neutral safety switch, but my information is conflicting. In one area of the manual, it indicates what I mentioned above. The next section indicates that only trucks with the 8. Thank you for the help if you come across info on a 46re with a range sensor other then the neutral saftey switch and it's location please let me know and if you think that could be anther reason why it will not lock down so you'd have to push the brake in to switch gears with engine running please let me know on that too Was this answer.
Please login or register to post a reply. Related Transmission Park Content. What Could Be The Problem? Sponsored links. Ask a Car Question. It's Free!By pepsi71ocean. Hey guys, Pepsi here with a write up that I got from the DT forums.
I have streamlined and fixed it up made it look nice etic. Original is written by tactransman. The original can be viewed HERE. With the legal aspect out of it here we go Check to make sure your fluid is between the two sets of dots, either the lower set or the upper set. Shorthanded Diagnostics….
The overrunning clutch is applied in first gear D, 2 and 1 ranges only. The rear band is applied in 1 and R range only.
The overdrive clutch is applied only in fourth gear. However the overdrive direct clutch and overrunning clutch are applied in all ranges except fourth gear.
Examples… If slippage occurs in first gear in D and 2 range but not in 1 range, the transmission overrunning clutch is faulty. Similarly, if slippage occurs in any two forward gears, the rear clutch is slipping.
Applying the same method of analysis, one note that the front and rear clutches are applied simultaneously only in D range third and fourth gear. If the transmission slips in third gear, either the front clutch or the rear clutch is slipping. If the transmission slips in fourth gear but not in third gear, the overdrive clutch is slipping.
By selecting another gear which does not use these clutches, the slipping unit can be determined. For another example, if the transmission also slips in Reverse, the front clutch is slipping. If the transmission does not slip in Reverse, the rear clutch is slipping.
If slippage occurs during the shift or only in fourth gear, the overdrive clutch is slipping. Similarly, if the direct clutch were to fail, the transmission would lose both reverse gear and overrun braking in 2 position manual second gear.
If the transmission will not shift to fourth gear, the control switch, overdrive solenoid or related wiring may also be the problem cause. Check engine mount, transmission mount, propeller shaft, rear spring to body bolts, rear control arms, crossmember and axle bolt torque. Tighten loose bolts and replace missing bolts. Check pressure. Remove, overhaul or adjust valve body as needed. Replace nut and check pinion threads before installing new nut. Replace pinion gear if threads are damaged.The transmission in a Dodge truck has a few common and known problems for most model years.
Dodge trucks are considered dependable by some, and are used extensively for hauling and towing. Because of the abuse they take, they suffer the same kinds of problems over the years. Before taking your truck to a dealership or transmission specialist, you will want to troubleshoot your Dodge truck issues. Turn on the engine. Listen for a rattling or clunking noise when shifting gears.
Because Dodge trucks are subjected to heavy loads, the transmission mounts do wear out over time. Ask a professional mechanic to install new mounts. Check for hesitation during shifting. This is caused by a faulty solenoid and pressure switch assembly. It is not uncommon for Dodge trucks to experience this after putting in many miles of hauling.
A professional mechanic or transmission shop can replace this part. Check for transmission slippage. This is caused primarily by chronic, insufficient transmission fluid.
If the transmission is slipping or hesitating, this can be caused by worn transmission bands which will need to be replaced by a professional transmission shop or a Chrysler dealership.
I am a Registered Financial Consultant with 6 years experience in the financial services industry. I am trained in the financial planning process, with an emphasis in life insurance and annuity contracts. I have written for Demand Studios since Step 1 Turn on the engine. Step 2 Check for hesitation during shifting. Wegmann, John H.The 45RFE transmission is a five speed automatic transmission however when you drive the vehicle you will actually have 4 gears and lock up. The RFE transmission was simply the same basic transmission as the 45RFE except they added a 2nd overdrive gear, 5th gear to the equation.
Dodge and Jeep vehicles have built in diagnostics and they are very easy to access and read stored trouble codes without the use of any scan-tool. For trucks with digital odometers up to model years Click key on and off and 3rd time leave key on, will then display codes in 4 digit manner in odometer readout area such as which would mean P for governor. This will not retrieve all transmission codes but will give you a P which means you have transmission codes.
Trucks after this feature has been eliminated and you will need a scanner. Complaint: Ringing noise or ping during park engagements or coming out of park coming from rear housing area, Dodge trucks.
Cause: Likely the spline on the park gear and or output shaft is worn and causing a noise going into park or out. You can take a center punch and peen the shaft splines in several areas so it will hold the park gear tighter. Complaint: Dodge truck P trouble code: solenoid switch latched in low reverse posistion. Cause: This can be several issues, one simply being the switch is stuck, meaning you need to replace the solenoid assembly.
Lastly it can be a shorted wire from transmission to ECM, will have codes P and or P for wiring.
Stuck in Park: Why Your Car Won’t Go Into Gear
Complaint: Dodge 45RFE transmission slipping badly, limp, poss. No 3rd and 4th gears. Cause: Common issue here is the accumulator cover on the valve body has come loose and broken causing pistons to come out too far and no 3rd or 4th. Accumulator and plate ID. Cause: The number 2 check ball has shrunk or come apart causing underdrive clutches to apply on and or up-shifts. Cause: May be the sump filter is cracked on the seam or the neck seal is loose or missing.
P, loss of prime, P ratio in 1st. P ratio in rev. If filter was just changed check the seal and possibly new filter is cracked as well.
Complaint: Late or no shifts, limp mode with input or output speed sensor codes. Cause: Very common to have failed speed sensor s replace both if one goes so you dont have to go back next week! You can have failed output and no upshift and no codes. If your speed sensor bolt breaks off in the case you can fashion a retainer from some scrap metal bracket etc and bolt onto case ear or bracket area so you don't need to try and get a small drill between the floor and case.Dodge Cummings 48re park rod install tip
Cause: First thing: if your unit has a pan gasket on it take it off and use the proper high temp silicone sealant. Like the Chrysler, transaxles its a structural part of the transmission to have pan sealed to case and with a gasket it will always chaff and always leak! We don't know why some fools ever came up with the idea of a gasket for these transmissions! If you get one with the filter do the world a favor and throw it away! Watch for Rust "Zits" on pan in rust belt states and replace before it rots thru and leaks like the engine oil pan does.Your content goes here.
Edit or remove this text inline or in the module Content settings. You can also style every aspect of this content in the module Design settings and even apply custom CSS to this text in the module Advanced settings. When the pin is in this position, the output shaft is prohibited from turning, which in turn prohibits the drive wheels from turning.
How to Troubleshoot a Dodge Truck Transmission
Moving the shifter out of Park disengages the pin, which frees the output shaft and drive wheels to turn freely. If your vehicle rolls more than a couple of inches, or rolls freely, after placing the shifter into Park, the parking pawl may be broken.
In fact, a worn out U-joint is much more common than a worn or broken parking pawl. Therefore, you must rule out the universal joint as the cause of excessive roll before replacing a parking pawl. When parking on an incline, undue stress is placed on the parking pawl unless the e-brake is set BEFORE the shifter lever is moved to Park.
If the shifter lever is placed in Park before setting the e-brake then the weight of the vehicle will rest on the parking pawl, not the e-brake. Overtime, when the parking pawl is used in this way, it becomes worn and weak — leading to premature failure. If the parking pawl fails while the vehicle is parked and unattended, it is free to roll as gravity dictates.
This is why you should always set the e-brake before shifting into Park when parking the vehicle, especially when parking on an incline.
Parking on an incline without first setting your emergency brake before shifting into Park can cause the shifter lever to become stuck in the Park position. This is due to the weight of the vehicle being placed on the pawl instead of the e-brake. With the parking pawl holding the weight of the vehicle, it becomes lodged in the slot of the metal ring. For this to work, once the vehicle is pushed uphill an inch or two, the brakes or emergency brake must be set quickly before the vehicle rolls back into the same position.
For information on these components and procedures for releasing a stuck shifter click here: How to release a shifter that is stuck in Park. Replacing a worn or broken parking pawl.
Replacing a worn or broken parking pawl involves removing the transmission or transaxle if your vehicle is front wheel drive from the vehicle in order to access the pawl and replace it. Replacing the parking pawl once the transmission is removed from the vehicle and the transmission case is opened is not difficult.
Removing and replacing the transmission is the most difficulty and costly part of the repair. Note: Whenever the transmission is removed from a high mileage vehiclemiles or more a rebuild should be seriously considered.
Doing so will save you time and money in the long run, assuming you plan to keep the vehicle for awhile. Replacing a transmission parking pawl involves removing the transmission from the vehicle and opening up the case to access the pawl.
Thus, the cost to replace a parking pawl is high. This way, the weight of the vehicle is held by the e-brake rather than the parking pawl. Following this tip will eliminate the parking pawl from becoming lodged and subsequently causing your shifter lever to lock in Park.
What are your options when your vehicle needs reflashed after a new transmission is installed.Join Date: Aug Location: Alberta. Posts: Hi, I am having problems with the gear shift indicator in the dash of my Sometimes he indicator in the dash does not go into Park the trans mechanically in park. Which of course causes all kinds of no start issues and horn bleeping with the security system. Also the indicator highlighted square doesn't always stay on when it is in drive.
My questions are: 1 Where is the sensor for the indication, on the trans or on the column?
My Dodge RAM Truck Won't Go Into Park
Sponsored links. Join Date: Sep Location: northwestern PA. Shift cable might need adjusted I am of the opinion this is not a great system, mine has had similar problems. Join Date: May Location: Colorado.
Mine does the same. I move the gearshift lever back and forth a few times, without taking out of park, and it usually lights up. Join Date: Apr Location: near Austin, Texas. Try doing a search. I believe Tim Holt posted some good information about this. Join Date: Oct Posts: 3, Most likely the cable just needs adjustment, not hard to do.Am I going to have to get the car towed can they even tow it like this? On the less dire side of the spectrum, your issue could have to do with the manual shift lock override, if your car has one, a bad brake light switch, or even your ignition switch.
But before you do that, there are a few things that you can check yourself:. Whether parked on the flat or an incline, a car in park will resist any movement either forward or back. This is because shifting into park causes something called a park pawl to engage with a parking gear located inside your transmission. The whole point of a parking pawl is to prevent a car from accidentally rolling away if you forget to apply your emergency brake. However, the emergency brake is still intended to remain the primary method of holding your car in place any time you park on an incline.
While a parking pawl is technically capable of holding your car in place even on a very steep incline, relying on it without applying the parking brake comes with a host of potential problems. In a worst case scenario, putting the entire weight of your vehicle on the pawl repeatedly can eventually cause something to give way and break. When you release your brake on a hill without setting the parking brake, you will notice your car slide backward a little bit before it clunks to a stop.
Street Smart® Technical and DIY Guides
This is the parking gear rotating with your wheels until it comes solidly into contact with the pawl. Although it may be tempting to just apply more force to try and convince the pawl to move, this is generally a very bad idea. And even if you were, doing so would be more likely to break something new than to fix the problem you already have.
Dealing with a jammed parking pawl is usually just a matter of relieving the pressure, which can be accomplished by pushing the car up the incline a little. The vehicle can then be safely started, and you should be able to shift out of park as you normally would. If the incline is too great, then you may be able to remove pressure from the pawl by pushing the vehicle with another vehicle, although doing so can be very dangerous if you do it wrong.
You can also have a tow truck pull the vehicle forward, or lift the drive wheels off the ground. Jacking the drive wheels off the ground should also remove pressure from the pawl, although you need to be careful to block the other wheels to prevent the vehicle from moving. You should also be ready to apply the brakes as soon as the vehicle is shifted out of park, so this job is safest if you have one person to jack the car up while a second person remains in the car to apply the brakes.
Shift interlock systems are typically designed to prevent you from shifting out of park without depressing the brake pedal, and the easiest way to accomplish that is by tying into the same switch that activates the brake light.
When a brake light switch gets accidentally disconnected, wears out, or breaks, it can prevent the shift interlock system from working properly. The easiest way to check whether this is happening to you is is to depress the brake pedal and verify that the brake lights come on.