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Super Moderator
1966 Crown Coupe, 2016 200 S AWD, 1962 Lark Daytona V8.
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23,913 Posts
I wouldn't just replace parts without a diagnosis pointing to the sol pack as being the problem. It usually isn't and it doesn't sound like an electronic problem.
Any TCM fault codes? Any road test while watching a scan tool for the 'target' gear?
A TCM may require a more advanced scan tool than just an OBDII scan tool. The TCM may store 'Event Data' which can be read later to figure out what has happend.
Any filter/fluid/rebuild history?
 

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Super Moderator
1966 Crown Coupe, 2016 200 S AWD, 1962 Lark Daytona V8.
Joined
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23,913 Posts
If he has access to a Chrysler dealer DRB III, then the next time he takes the van maybe he could check for the latest software (flash) being installed in the PCM and TCM. It can make a big difference in the whole feel of the vehicle. Sometimes stickers don't get put on and sometimes they fall off. The part # stored in each module can be read on the DRB to see if it is, in fact the latest and greatest version.
After checking that, a DRB 'quicklearn may help smooth the 'shift bump' into first on decel and other up/down shifts.
Debris in the pan indicates that some wear has taken place. The correct and clean fluid and new software shift-smoothing operation might help you get more miles out of it.
I have replaced sol packs for leaking ATF more than any other problem. Electro-mechanically they are fairly reliable.
 

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Super Moderator
1966 Crown Coupe, 2016 200 S AWD, 1962 Lark Daytona V8.
Joined
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23,913 Posts
The sol pack is in the front and would drip rearward and underneath. The pan would likely be wet with drops hanging at the rear. It can blow back further onto the crossmember.
The cooler hoses were also common leak areas. Usually the clamps just need tightening.
Any ATF wetness under the transaxle or radiator should be addressed. Sometimes degreasing is necessary to find the source of the leak. Always clean up the area after a repair just to verify that the leak has stopped.
 
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