Question about 2005 Chrysler Town & Country

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Transmission shifts violently, when under load. Is not slipping, replaced both crankshaft sensors, same thing. what else could it be.

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Any lights on? At what speed does it shift?

Posted on Jul 27, 2009

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Check transmission fluid level, check torque convertor

Posted on Jul 23, 2009


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92 ford explorer wont upshift until rpm is up to 4 it makes a whining/whistling sound until it shifts replaced oil filter and oil tranny fluid and filter spark plugs checked timing replaced speed sensor....

You might try a new crankshaft sensor. They are about $20.00 there is no way to test these. It is inthe passenger side of the vehicle. 2 bolts and a connector plugs into it. Linkage could need adjusted on transmission, could also be a vacume going to the transmission. All of this is ran by sensors. The transmission sends a message the computer how much rpms are needed to pull out from a complete stop. And how much is needed to pick up speed while passing. If air idle control valve or throttle position sensor is bad, it could affect the shifting. I pulled the crankshaft connector plug in off of the crankshaft sensor and I had my power back. You might try this together your power back and leave it off if it restores your power. However, it will use more gas. However, its a temporary fix and only shows there is something else wrong. Maybe a short or timing issues.

Oct 24, 2013 | Cars & Trucks

1 Answer

91 escort gt automatic transmission slipping

check the transmission oil level if ok then a new gearbox but on a 91 vehicle is it worth this soprt of money

Oct 28, 2012 | 1991 Ford Escort

1 Answer

97 aurora shifts fine in 1st thru 3rd and under 45 mph, then over that speed will go into OD but slips over 45 mph, any ideas??

If the AFT fluid level is ok then the only thing that would cause this is that the transmission has failed, the clutches are burnt up or worn out, the transmission will need to be replaced or rebuilt.

Feb 10, 2012 | 1997 Oldsmobile Aurora

1 Answer

2008 Suzuki Forenza jerks violently when moving gear shifter. Check engine light came on and a flashing box with a slash through it instead of the P R D 3 2 1 on the dash. Kept shutting off engine and...

I had the same thing happen to me. It was a sensor in my gear shifter. It was under warranty so I got it fixed. The dealer had to help me fix it.

Nov 03, 2011 | 2008 Suzuki Forenza

1 Answer

Jurking gas smell shifting hard little power when pulling heels

well, there are a few things you can try! a bad tps ( throttle position sensor ) transmission shift issues, bucking, jerking, idle surging,engine cutoff, hesitation on take off, surge while cruising down highway. also be sure your fuel filter is ok! and not plugging up. a maf sensor symtom is surge, slip condition under load, the mass air flow or MAF may be degraded or contaminated. stalling, misfiring, poor acceleration. a light may not come on. you can go to any auto parts store and buy a spray can of maf sensor cleaner. follow directions on can, and this should help alot. good-day!!

Aug 21, 2011 | Chevrolet Impala Cars & Trucks

1 Answer

I have a 1993 Chrysler Lebaron Convertible with 3.0 L V-6 and automatic 3 spd w/overdirve transmission. A couple of years ago, the transmission went into "limp-in" mode a couple of times, then...

My friend, from the sounds of it a scanner is not going to help you. It sounds like your valve assembly and possibly one or more of the bands are shot. Usually, when a tranny starts to slip in and out of gear on it's own or slips under a load that is not something that can be fixed without replacing parts. If it was a shift solenoid then it would just not shift into or out of certain gears. I am not even sure that a 93 would have an electric shift solenoid.

I feel your pain though, my tranny went out 8 months ago and I tried all sorts of things to "heal" it, from flushes to new cooler to additives but deep down, I knew it was shot and it was. Now, $3500 later, it runs fine :)

Mar 23, 2011 | 1993 Chrysler Lebaron

1 Answer

Shift solenoid not engaging overdrive which

    The valve body contains six solenoid valves:
  • three PWM solenoid valves (pulse width modulation solenoid valves,
  • two shift solenoid (on/off) valves,
  • one main regulating valve (variable force solenoid).
The individual clutches and bands are supplied pressure from the PWM solenoid valves and the shift solenoid (on/off) valves and thus the gears are shifted.
The PWM solenoid valves allow direct actuation of the clutches and bands to ensure extremely smooth gear shifting through precise pressure regulation.
The shift solenoid (on/off) valves switch the hydraulic path to the clutches and bands, reducing the number of required modulating valves.
The main regulating valve (variable force solenoid) ensures that sufficient hydraulic pressure is available in all operating conditions.
PWM solenoid valves 1-3 PWM solenoid valves 1, 2 and 3 control the pressure to the bands and clutches.
Shift solenoid (on/off) valves 1 and 2 The shift solenoid (on/off) valves switch the different oil passages in the valve body to direct the pressure to the individual clutches and bands.
The use of the shift solenoid valves are needed for direct actuation of the individual clutches and bands.
Main regulating valve The main regulating valve (variable force solenoid) controls the required main line pressure for the individual transmission ranges.
The main line pressure is controlled dependent on the current engine load.
Electronic synchronous shift control (ESSC)
Control of shift operations
During a shift operation certain elements are released while others are actuated. Ideally this process takes place simultaneously (synchronously) to avoid jerky gear shifting.
The time for the shift operation should remain within the time limits provided.
When the shift operation is controlled conventionally, the pressure build up and reduction at the shift elements are set and defined for ideal conditions (synchronous shifting).
As there is no way of influencing the control in the event of different levels of wear in the shift elements, when the transmission has been used for a fairly high mileage it is possible that the pressure build up and reduction may no longer be synchronous.
The result or premature pressure reduction at the element to be switched off is an unwanted rise in the turbine shaft speed as the element to be switched on cannot transmit the input torque.
The result of delayed pressure reduction at the element to be switched off is an unwanted decrease in the turbine shaft speed as both shift elements transmit the input torque. In the process the torque is transmitted to the transmission housing through internal locking.
In both cases a **** will be felt during the shift operation.
In addition, wear in the shift elements leads to a lengthening of the shift operation. Therefore, shifting takes longer when the transmission has accumulated a higher mileage.
Control of shift operations with ESSC In the 4F27E automatic transmission electronic synchronous shift control (ESSC) is used.
ESSC monitors the shift operations and is able to adapt to the wear in the shift elements over the life of the transmission.
This is possible since the shift elements are actuated by modulating valves.
The system monitors the shift time whether the shift operation is synchronous.
If the PCM detects a deviation from the stored values for the shift time and synchronization of the shift operation, the pressure build up or reduction is adapted accordingly.
Throttle position (TP) sensor The TP sensor is located on the throttle body.
It supplies the PCM with information about the position of the throttle plate.
It also detects the speed of actuation of the throttle plate.
The PCM uses the signals for the following functions among other things:
  • to determine the shift timing,
  • to control the main line pressure,
  • to control the torque converter lock-up clutch,
  • for kickdown.
In case of absence of the TP signal the engine control uses the signals of the MAF and IAT sensors as a substitute signal. The main line pressure is increased and hard shifts may occur.
Mass air flow (MAF) and intake air temperature (IAT) sensor The MAF sensor is located between the air cleaner housing and the air intake hose leading to the throttle housing.
The IAT sensor is incorporated in the housing of the MAF sensor.
The MAF sensor in conjunction with the IAT sensor provides the PCM with the primary load signal.
The PCM uses the signals for the following functions among other things:
  • to control the shift operations,
  • to control the main line pressure.
If the MAF sensor fails, the signal of the TP sensor is used as a substitute.
Crankshaft position (CKP) Sensor The CKP sensor is located on the engine/transmission flange.
The CKP sensor is an inductive sensor which provides the PCM with information about the engine speed and position of the crankshaft.
The signal is used for the following functions among other things:
  • to control the torque converter lock-up clutch,
  • to check the torque converter slip,
  • to control the main line pressure.
No substitute signal is available for the CKP sensor. If the signal is not present, the engine stops.
Turbine shaft speed (TSS) sensor The TSS sensor is located in the transmission housing over the transmission input shaft.
The TSS sensor is an inductive sensor which senses the speed of rotation of the transmission input shaft.
The signal is used for the following functions:
  • to control the shift operations,
  • to control the torque converter clutch,
  • to check the torque converter slip.
If the TSS sensor fails, the signal of the output shaft speed (OSS) sensor is used as a substitute signal.

Dec 17, 2009 | 2003 Ford Focus

1 Answer

1997 Dodge Intrepid transmission slipping when warm

I was told to change my Transmission Control Module,located on the transmission . You can get it new for under $200 but, I was advised to get it from a junk yard it's alot cheaper and its easier. I hope this helps

Mar 28, 2009 | 1997 Dodge Intrepid

1 Answer

1996 Cadillac Seville started shifting hard all of a sudden

The pressure control solenoid needs to be replaced. It"s under the side cover on the transmission on drivers side. Not a simple fix at home. You will also need a side cover gasket. The transmission does not need to be rebuilt.

Feb 19, 2009 | 1990 Cadillac Deville

1 Answer

2003 nissan altima 2.5s transmission rough shift

Probably sensors! I have already replaced the crankshaft positioning sensor once, nissan replaced it once under recall and now it is bad again! Plus my speed sensor is bad too! Go to any part store and get diagnostic test ran, it will tell what sensors are bad.

Sep 25, 2008 | 2003 Nissan Altima

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