2006 Dodge 3500 accelerates on its own.
#1
01-21-2011, 01:28 AM
#2
01-21-2011, 09:47 AM
Diesel Fan
Join Date: Aug 2009
Location: new port richey, fla
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#3
01-21-2011, 07:10 PM
#4
01-22-2011, 01:44 PM
Diesel Fan
https://www.dieselbombers.com/diesel...upport-ticket/
Thread title is 06 megacab 3500 trans problem?
Sounds like we have the same problem, but going in two different directions on the cause.
Thread title is 06 megacab 3500 trans problem?
Sounds like we have the same problem, but going in two different directions on the cause.
Last edited by colemantaxidermy; 01-22-2011 at 02:00 PM.
#5
01-23-2011, 04:31 PM
Diesel Fan
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#6
01-23-2011, 08:57 PM
Diesel Wrench
I have to chuckle every time one of these threads comes along and there is 15 post on APPS, TPS,and the TC lockup clutch engaging.
These trucks haven't had a TPS since the mechanical systems went away and the APPS on the newer trucks very, very, seldom go bad. They are double wired for inputs and the ECU has the final say about the output. It will smooth the signal until it is way out of synch then go into limp mode. With the throttle closed the APPS is reading zero and has no input to the engine to rev it. If it was reading a signal the engine would never idle down. When an APPS goes far enough out of synch the engine goes to limp mode and defaults to idle.
If anybody thinks its the lockup solenoid engaging go put a lockup switch into the system and engage it. Slowing down with the TC lockup engaged the truck will literally jump off the ground when trying to stop. Going from neutral or park to drive will kill the engine NOW. There is no doubt when it is a lockup solenoid problem.
That said, there are 2 areas in the TC that are problematic especially on a stock TC: lockup apply piston and stator sprag.
The apply piston can warp and leak pressure against it that can at times partially apply the piston. If that happens it will happen all the time and drag all the time.
A biigger and much more frequent problem is the stator sprag locking up when it is not supposed to at an idle or low rpm. What you then have is a no stall converter that is loading the engine while it tries to maintain idle rpm. It won't show up until you go from neutral or park to a gear then it tries to go. The trans will usually work perfectly at cruise and after you get to 35 mph or so. It will also happen intermittently if the sprag does not seize completely.
The 06's have a bigger issue than the other years but it can happen to any of these trucks. The OE TC takes a beating from the TQ.
almost always when the truck wants to pull thru the brakes at an idle in gear, shifts fine once oyur up to speed, and is doggy off the line its time for a new TC.
These trucks haven't had a TPS since the mechanical systems went away and the APPS on the newer trucks very, very, seldom go bad. They are double wired for inputs and the ECU has the final say about the output. It will smooth the signal until it is way out of synch then go into limp mode. With the throttle closed the APPS is reading zero and has no input to the engine to rev it. If it was reading a signal the engine would never idle down. When an APPS goes far enough out of synch the engine goes to limp mode and defaults to idle.
If anybody thinks its the lockup solenoid engaging go put a lockup switch into the system and engage it. Slowing down with the TC lockup engaged the truck will literally jump off the ground when trying to stop. Going from neutral or park to drive will kill the engine NOW. There is no doubt when it is a lockup solenoid problem.
That said, there are 2 areas in the TC that are problematic especially on a stock TC: lockup apply piston and stator sprag.
The apply piston can warp and leak pressure against it that can at times partially apply the piston. If that happens it will happen all the time and drag all the time.
A biigger and much more frequent problem is the stator sprag locking up when it is not supposed to at an idle or low rpm. What you then have is a no stall converter that is loading the engine while it tries to maintain idle rpm. It won't show up until you go from neutral or park to a gear then it tries to go. The trans will usually work perfectly at cruise and after you get to 35 mph or so. It will also happen intermittently if the sprag does not seize completely.
The 06's have a bigger issue than the other years but it can happen to any of these trucks. The OE TC takes a beating from the TQ.
almost always when the truck wants to pull thru the brakes at an idle in gear, shifts fine once oyur up to speed, and is doggy off the line its time for a new TC.
The following 3 users liked this post by cerberus60:
#7
07-28-2011, 05:41 PM
2001 Dodge Diesel TC issue
Need help with 2001 Dodge Diesel TC issue. I read a post by cerberus60 find that you know what you're talking about. When I put my foot on the brake and put my auto trans into drive the engine accelerates. I took it to the dealer and they said I need a new TC, but they tried to sale me a complete transmission job. The dealer said they checked the solenoids and they check out okay. Should I try to change the TC solenoid 1st? Thanks
#8
07-28-2011, 05:57 PM
Diesel Fan
cerberus60 was right about my 06 I was having problems with. I don't know if the 01 model has the same problems or not. I replaced the solenoids in mine and was a waist of time. Replaced the TC just like cerberus60 suggested and it runs like a top.
Shop around on ebay if you need one. I got a brand new one (factory) for $200.00 shipped to my door.
Shop around on ebay if you need one. I got a brand new one (factory) for $200.00 shipped to my door.
#9
07-28-2011, 06:14 PM
Diesel Wrench
Nope, waste of money. The TC is likely the problem from your symptoms. There is a possibility the TC could shed metal into the trans when it locks like that but unless you find a bunch in the pan just change the TC and run it.
Make sure you flush or get a new front cooler as that will be where a lot of the metal, if any,hangs up at and could cause heating problems down the road
Make sure you flush or get a new front cooler as that will be where a lot of the metal, if any,hangs up at and could cause heating problems down the road
#10
06-12-2014, 03:13 PM
Just making shore I'm on the rite page
I have to chuckle every time one of these threads comes along and there is 15 post on APPS, TPS,and the TC lockup clutch engaging.
These trucks haven't had a TPS since the mechanical systems went away and the APPS on the newer trucks very, very, seldom go bad. They are double wired for inputs and the ECU has the final say about the output. It will smooth the signal until it is way out of synch then go into limp mode. With the throttle closed the APPS is reading zero and has no input to the engine to rev it. If it was reading a signal the engine would never idle down. When an APPS goes far enough out of synch the engine goes to limp mode and defaults to idle.
If anybody thinks its the lockup solenoid engaging go put a lockup switch into the system and engage it. Slowing down with the TC lockup engaged the truck will literally jump off the ground when trying to stop. Going from neutral or park to drive will kill the engine NOW. There is no doubt when it is a lockup solenoid problem.
That said, there are 2 areas in the TC that are problematic especially on a stock TC: lockup apply piston and stator sprag.
The apply piston can warp and leak pressure against it that can at times partially apply the piston. If that happens it will happen all the time and drag all the time.
A biigger and much more frequent problem is the stator sprag locking up when it is not supposed to at an idle or low rpm. What you then have is a no stall converter that is loading the engine while it tries to maintain idle rpm. It won't show up until you go from neutral or park to a gear then it tries to go. The trans will usually work perfectly at cruise and after you get to 35 mph or so. It will also happen intermittently if the sprag does not seize completely.
The 06's have a bigger issue than the other years but it can happen to any of these trucks. The OE TC takes a beating from the TQ.
almost always when the truck wants to pull thru the brakes at an idle in gear, shifts fine once oyur up to speed, and is doggy off the line its time for a new TC.
These trucks haven't had a TPS since the mechanical systems went away and the APPS on the newer trucks very, very, seldom go bad. They are double wired for inputs and the ECU has the final say about the output. It will smooth the signal until it is way out of synch then go into limp mode. With the throttle closed the APPS is reading zero and has no input to the engine to rev it. If it was reading a signal the engine would never idle down. When an APPS goes far enough out of synch the engine goes to limp mode and defaults to idle.
If anybody thinks its the lockup solenoid engaging go put a lockup switch into the system and engage it. Slowing down with the TC lockup engaged the truck will literally jump off the ground when trying to stop. Going from neutral or park to drive will kill the engine NOW. There is no doubt when it is a lockup solenoid problem.
That said, there are 2 areas in the TC that are problematic especially on a stock TC: lockup apply piston and stator sprag.
The apply piston can warp and leak pressure against it that can at times partially apply the piston. If that happens it will happen all the time and drag all the time.
A biigger and much more frequent problem is the stator sprag locking up when it is not supposed to at an idle or low rpm. What you then have is a no stall converter that is loading the engine while it tries to maintain idle rpm. It won't show up until you go from neutral or park to a gear then it tries to go. The trans will usually work perfectly at cruise and after you get to 35 mph or so. It will also happen intermittently if the sprag does not seize completely.
The 06's have a bigger issue than the other years but it can happen to any of these trucks. The OE TC takes a beating from the TQ.
almost always when the truck wants to pull thru the brakes at an idle in gear, shifts fine once oyur up to speed, and is doggy off the line its time for a new TC.
