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Comments
heavy trailer camper (approx 3000lbs loaded).
Any one have any experience in this kind of
situation?
ladyblue
Community Leader/SUV Conference
On return home, scheduled service at the 5 star dealer I purchased truck from. They asked if I towed in O/D, which I didn't. Mechanic told me the 1500 was marginal for towing a trailer this size. This surprised me greatly as the truck is rated for 8100 lbs. with the towing pkg and heavy duty service group, which I am equipped with.
The results of this visit was an "overhaul" which included an updated front clutch pack (From a 3 disk pack to a 4 disk) per Chrysler bulletin?
I am taking the truck back next week, due to a hunting problem between 1st and 2nd at slow acceleration, (W/O trailer) and hunting between 2nd and 3rd under load (with trailer).
I love my truck, but am disapointed with these problems
2wd ext cab. I bought the truck used this summer
at just under 36,000. About a month ago I had a
transmission tune up and shortly after that (about
40,500) experienced problems shifting from 2nd to
3rd only when the tranny was cold. In Wisconsin,
the mornings are getting colder now and the colder
it got, the more problems the tranny had shifting
from 2nd to 3rd. Once warm, I had no trouble at
all.
The Dodge dealer from whom I purchased the truck
had it a few times and determined that a seal in
the transmission needed replacement. I was worried because I knew I was out of the warranty period. The service manager volunteered to check with his service rep to see what Dodge would do. I didn't even need the considerable testimonials from the wonderful people on this web site indicating that Chrysler covers transmission repairs within a reasonable amount of time beyond the warranty period I was armed with.
The transmission was overhauled and Chrysler
picked up all but $200 of the tab. I feel this is
very reasonable. The dealer was excellent in
trying to make things right. He did mention that
transmission tuneups should be done religiously every 24k if you don't trailer and every 12k if you do. He also emphasized that if you trailer, TURN OFF the overdrive while towing. This is not only true for Mopar, but I know several cases in which GM tranny's were cooked towing while in overdrive. Finally, he confirmed other recommendations on this web site about only using Mopar 7176 tranny fluid.
I know there are a lot of negative posts about
Mopar transmission, and I'm sure they're happening, but I'm pleased with how Chrysler stood behind their product in my case.
Did I get an unusual truck? Maybe, I don't know.But, I wouldn't hesitate to buy another and I'm thinking about a 2000 quad cab with the 4.7 and 4spd auto. I have the 5.2 and love it with heavy duty everything and trl pkg. I'd go the same way again and may do it soon.
Good luck to you other folks with the trans prob. Hope it gets resolved to you satisfaction.
I am sure someone with far greater knowledge than me can look at the engine specs and tell you what they consider the best octane rating to be based on them - but for me 87 works fine.
This is a normal function of the viscous-coupling on the radiator fan. I agree with you that the 'roar' makes the engine SOUND to be working extra hard. Rest assured that it is simply the sound of air through a fan. (Much like an airplane propeller)
The only other time you will hear this 'roar' is when the engine is VERY hot and the air coming thru the radiator is warm enough to 'activate' the viscous-coupling. This will 'engage' the fan and pull additional cool air through the radiator. The 2000 Dakotas also have an additional electric radiator fan that is much quieter which is controlled by the engine computer and is engaged under various conditions based on engine temp and AC being turned on.
You are correct that it has iundividual coils for each spark unit. Also, as your name implies, this is essentially a true HEMI and, as such, is peaky
(Ref http://www.4adodge.com/glossary/torque_charts/index.html?quad)
A few other URLs about this engine are:
http://dodgeram.com/technical/cammer/4_7_v8.html
http://www.wardsauto.com/best10/99info/dcc47v8.htm
I ordered a 2000 4.7 auto Dakota in October and received in December after a 10 week wait. It is a regular cab with the short bed and runs great. The only thing I don't like about it is there is no lock on the glove box. I have no idea why they stopped putting locks on pickup glove boxes, but I think it sucks! Does anyone have any idea how I might get a lock on the glove box. Thanks!
Dakota all the way,
Mailman
When I got to AZ (7,000 mi.)it started again the rear seal was leaking and a noise from the rear end. I also was haveing trouble with the cruise control it lets the speed drop as much as 7 mi below the setting on hills. The dealer in Tucson (Jim Click) fixed the seal and replaced a bearing in the rear. The problem with up shifting and cruise control didn't show up while he had the truck for TWO WEEKS. I did have a loaner for that time.
Not a happy camper
After it warms up it stops, but I wonder why it is slipping? Checked the fluid, it's OK, anyone have any ideas on what this could be. Thanks
The dealer's best trans mechanic is in training all this week on this transmission. He is going to pose questions relating specifically to my vehicle and see if they can figure it out.
Thanks for your feedback...
Are we getting a skewed view because of the topic?
Does anyone know (and can back it up with objective data) what the real story is? My feeling is that Chrysler products (and their transmissions in particular) really do suffer in quality and reliability, in view of the frequent negative observations noted by a multitude of magazine reviewers.
Can anyone refute this, not with anecdotes, but with data?
They have been tasked to design new DaimlerChrysler transmissions. They have specifically been told to start with a blank piece of paper, not redesign anything that already exists.
All of the above is fact, not anecdote. I have heard, but cannot back it up, that the Ram redesign will see the first results of this task force.
I do not know why this task force, I could speculate that it is an acknowledgement of problems but I can't back that up either.
I will tell you some facts that may allow you to draw your own conclusions.
Many automatic transmissions in trucks and SUVs are claimed to fail - regardless of manufacturer. In many cases these failures are caused by improper towing - especially using overdrive while towing heavy loads. Dodge trucks have more of these complaints (in percentage terms) than other manufacturers.
I am told that the 4.7 is the same engine as on my Jeep automatic, which has 200K miles with no major problems. However, I was hoping to tow a large boat, so I am looking at the 5.9. Does anyone have any bad stories/experiences with either of these? Most of the problems I've seen here relate to the 5.2.
Also, I was hoping that the Dakota's shift-on-the-fly part- or full-time four-wheel drive was the same transfer case as Jeep's Select Trac, which is outstanding. Does anyone know?
Thanks for your input.
all in all i love the 4.7 auto, it tows great and i think its a great package, it tows my boat better than my friends 2000 chevy 5.4 z71, my truck has more passing pep than his does when my boat is behind it.
good luck iwth your decision,
robert
robert
As for driving in general, I cruise to one of three oil leases I operate (roundtrips of 100+ miles) at speeds of 75 - 105 mph (speed limiter's off) several times a week. Mileage is the only negative (about 18 mpg @ 85 mph ave.), but hey, I AM in the oil business - can't have it both ways.
My only current wish is to get the truck set up to run CNG (compressed natural gas): cleaner, much cheaper fuel with lots of benefits and NO downside (about 85% efficient BTU equivalent - re: power) for you politically correct (oxymoron?) EPA types.
I looked at and drove many hundreds of miles in '99 & '00 demo and rented versions of: Chevy Silverado V-8, Nissan Exterra & Crew Cab V-6's, Expedition & Explorer V-8's, Montero XLS V-6, F-150 SuperCab V-8 & a diesel, Ram V-8 & various cars. I have a spiral notebook full of notes for my efforts. The only competitor to the Dakota that I could find for my needs was (oddly) the Ford Crown Victoria. If it was an El Camino style car with a bed, I would have bought it in a heartbeat. But it isn't, and I didn't. The nasties in the oilpatch must stay out of the cab, please. (I do think the Crown Vic is a Best Buy, though.)
By the way, I got to ride in, but not drive :-( a new Ford SuperCrew. Very nice, but a little large for me, and a whole bunch of $$$. I don't believe it will be the Dakota's competition; it will be STIFF competition for the full size Super & Crew Cabs, however. Much nicer than the 'biggies' in my opinion.
"The Dodge Dakota Quad Cab 4.7 is" in my humble and fairly experienced opinion, "the most complete new model this country has produced during my lifetime." Side by side. Point by point. It's a slam dunk. ---Any specific criticisms invited.---
My 98 Dak Extended cab 4x4 has what I consider to be a very smooth ride (with 1450 lb payload setup). I've even gotten comments on it from passegers (mainly those used to riding in short wheelbase cars). No doubt the 1800 lb payload option would likely not ride as smooth. From what I have read, only the 1450 payload is available in the Dakota quad. That might have only been for the 4x4 though. If not, it may have changed since I last checked.
You may want to find out what payload the Durango had, too. A combinatin of higher payload and shorter wheelbase would make a vehicle seem to ride more stiff.
Chad
(3.91) axle ratio if you have an automatic. The
reason for this is that the amount of torque the
automatic transmission can handle is proportional
to the input (engine) speed. The higher the speed,
the more robust the tranny. Most of the problems
occur with the lower axle ratios. Also remember to
turn OFF overdrive anywhere but highway speeds.
2 times they re-calibrated the shift points. I have a copy of the procedure, it is pretty simple. The 3rd time, they decided to compare my truck to others like it(3 others to be exact). They say it shift similar to the other 3. They only drove 8 miles total and the problem does not occur everytime. The first 2 times in they acknowledged a problem. The 3rd time seems like they do not know what to do except hope I quit complaining.
Well no way, they now have a call into Chrysler to have some "expert" come out and drive my vehicle to diagnose it further.
I asked the dealer why they do not have experience with this tranny since it was on the Grand Cherokee last year. He said the 4.7L and Auto are the same as the Grand Cherokee, but the TCM, Trans control module, is different. The architectural system is different(communication protocol or ?). sorry so long....
The reason I replied to yours is that the '88 tranny (called the 999, think) is internally very similar to the old Mopar 904 torqueflight tranny. Any reputable shop can rebuild these to be fairly bullet proof. If you cracked the case, like you said, then you may have a problem. While the internals are the 904 the 999 has a different case. You may have to hunt the salvage yards to find a core to rebuild.
If you want a serious rebuild, take it (or ship it) to Level 10 transmissions in Hamburg, NJ. These guys know Mopar trannys very well and guarantee their work with horsepower ratings. I know of a few Ram owners that took their trannys their when they died and they were covered under Chrysler's warranty. I also own a '96 Ram, if it dies, they are getting it.
The weak link on any of the 80s and newer Mopar trannys is the overdrive unit. If you are going to tow or drive in stop and go conditions, turn the overdrive off! Repetitive engaging and disengaging of the OD unit will prematurely kill it (guaranteed). If you are going to jump on the truck to pass somebody and it is in OD, pop it out first manually! The stress from jumping from OD to 3rd or 2nd, will grenade the unit.
it now has 10,000 miles on it, after hearing
all of the tranny problems I have been awaiting
for something to happen and sadly enough it did.
On only one occasion on a 30 mile trip it
couldn't decide what gear to be in, but after
that no more problems. I love the truck
(except for the mpg) but thinking about a
2000 4x4 4.7 with a 5-speed, any comments from
current owners would be appreciated. Thx
me what year yours is and what kind of mileage
you get. Thanks
Keep in mind that the feel of POWER under the toes tends to reduce MPG all by itself. The trac-loc rear end is MANDITORY with the 4.7 and 5sp manual. Just rolling on the throttle in 2nd gear will break the rear end loose on DRY pavement in a straight line when the gas tank is near empty.8-)
My 1991 Nissan PU would NEVER give me that feeling. Would you like to buy a very reliable Nissan PU?