Lookiing for a second opinion. Originally mine "96 3.3L town & nation was stuck in "limp mode" right after having a failure Altenator (changed). The initial code was P0765 - shift Solenoid switch (changed). The tranny shifts from first to 2nd & rev"s to shot to transition to 3rd & doesn"t shift but rather stays in second (not a true limp mode). I checked the infection relay move & all connections of the pack. I have been advised to remove the transmission Solenoid Switch/Pack to inspect for debris BUT, I as reluctant due to the fact that of unnecessary occupational & it appears that the debris would pass v & collect in the filter. Do you see anything rather I could do prior to remove the pack?


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Hello, The key work is happen through, well it has actually to have the ability to pass v first. It is feasible that the debri has gotten lodged in the valve preventing it from operating properly. Another possibility is interior damage. Which would indicate needing a rebuild on the tranny or replacing the tranny through a reman. A pair more possibles.Turbine rate SensorOutput pillar Speed SensorTCM (Transmission control Module).


right here are the places of the sensors.... Lock are really inexpensive about $15 - $20 each.

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This article is seven years old, for this reason I doubt the trouble has been handled. Come clarify a few things, the decisive clue to be the engine speeding up when changing to third gear, then continuing to be in 2nd gear. The is certainly "limp mode", and also is the an outcome of extreme slippage in a clutch pack. That slippage is due to worn clutch plates. The only way to obtain it out of limp mode is to revolve the ignition switch off, climate restart the engine.As with many other innovations because the 1950s that truly benefited owners, this computer-controlled infection was emerged by Chrysler, climate others copied it years later. With all larger hydraulically-controlled transmissions, that "engine runaway" during up-shifts gradually came to be worse and worse end a duration of a couple of years, so we had actually plenty that warning the clutch plate wear was acquisition place. We might ignore the slipping and keep driving for a lengthy time.With Chrysler's design, the computer monitored the volume of fluid it take away to use each the the four clutch packs. The is just how it always knows how much wear has actually taken place. In the situation of this original post, there was increased slipping following when up-shifting into third gear. Because that to be a learned variable, the computer would apply third gear, then increase the delay time prior to it released 2nd gear. As a result, all you felt was a pretty crisp, heavy shift.The trouble was friend never gained that 2 or three-year notification that undertake was acquisition place. The computer system continued to upgrade the shift schedules, ... Till the day came as soon as it couldn't update any type of further to overcome the serious wear. The is when the very first engine runaway occurred. That slippage is detect by compare the input speed sensor's readings come the calculation sensor's readings, and also multiplying by the gear ratio. As soon as the 2 readings don't agree, a fault password for "gear proportion error" is set, and also the computer system puts it in second gear for this reason the car can it is in driven progressively to a fix shop there is no needing a tow truck. If there to be no limp mode, too many human being would continue to win the vehicle and also force it to move. That slippage would certainly overheat the fluid, then do extensive damages to the rotating drums, bring about an even more expensive repair.A lot of people think instead of the speed sensors will certainly solve gear ratio fault codes, however in fact, those codes room detected through the readings from 2 properly-working sensors. Replacing the messengers doesn't settle the message. If a sensor circuit has a problem, that will be detected as an electrical fault, and also an entirely different fault code will be set. It will still result in the system going right into limp mode, however for one entirely different reason.The key is in analysis the error codes therefore you understand what is bring about the problem. Each password will point to one electrical trouble or a mechanical problem. Neither of those is going come be resolved by adding a deserve to of "mechanic-in-a-can". If the fiber clutch plates are worn down, no chemistry is walking to put that material back. With older transmissions, if you never ever hit wide-open-throttle for plenty of years, varnish can develop up in part of the accelerator valve bore, then, once you DO finally hit WOT, the spring-loaded valve have the right to stick and cause genuine late up-shifts, and harsh, at an early stage down-shifts. Chemistry additives have the right to dissolve the varnish and also restore typical shifting.With Chrysler's computer-controlled transmissions, every shift valve constantly travels totally from one excessive to the other, so there is no chance for varnish to construct up in a bore and cause a valve to stick. Change harshness is readjusted by pulsing assorted valves fully-on, then fully-off, repeatedly, an extremely quickly. The "modulates" the transition quality, and also is called "pulse-width modulation", (PWM). That is the light ratcheting, or buzzing noise you hear as soon as shifting into equipment or when approaching a stop.So the chemical additives won't fix worn clutch key or eliminate debris in a bore leading to a valve to stick. That only leaves the rubber lip seals top top the clutch drums. Those flex very tiny so also if they come to be hardened indigenous age, lock aren't likely to crack and break apart. If castle wear down, lock can't seal properly. If a clutch load is close to the end of that life, a tiny leakage past a lip seal can be just enough to cause enough slippage to send the system into limp mode. A deserve to of additive can overcome that leakage because that a while, but that is no a irreversible fix.You can gain an idea of just how much life is left in the clutch package by reading the "clutch volume index", (CVI), ~ above a scanner. I usage Chrysler's DRB3 for every one of my vehicles, but I suspect this have the right to be done with the more expensive aftermarket scanners too. You'll obtain a set of four numbers equivalent to the 4 clutch packs. A infection specialist have the right to tell native those numbers if it's obtaining time to need a rebuild.The last thing to take into consideration is the lock-up clutch in the talk converter. The is an additional Chrysler development to enhance fuel mileage, going back to the mid '70s. To improve comfort, the clutch is likewise pulse-width modulated when it engages at its lower speeds, typically roughly 35 - 40 mph. The exactly transmission liquid must be provided to administer the wanted friction characteristics. Using the wrong liquid often reasons a tough chatter or shudder throughout engagement, and that may continue as long as the minimum rate is maintained. Solid lock-up wake up at greater speeds, so the shudder isn't felt then. I've never heard that anyone fixing that shudder by adding a can of additives, however that doesn't median it can't happen. Typically the just fix for the shudder is to replace the fluid, and also the filter as long as you're in there.