We know that breakdowns do exsist and will happen but this much and the same parts is a little ridiculous. For those at relatively stock power levels and do not overload the truck, both companies offer single disc, organic faced replacement clutches that are a great alternative to the factory dual mass unit. The recall number was unknown. The consumer was driving on the highway with the vehicle in fifth gear when it failed. As always, if you have questions about what clutch is right for you and your particular truck, send an e-mail to or give us a call and we would be more than happy to steer you in the right direction.
When I put the truck into fifth gear it felt as if I had shifted into neutral. Because of the inner workings of the G56, once converted to a solid flywheel, a single disc does not have as much throw and holding power as what a dual disc can afford. The recall repair consisted of rewiring the vehicle so that the horn would blow when the vehicle shifted from park into reverse. Dodge set out to revise this attitude with the release of the 6. Called a few people I knew that had heard others say that the nut that goes onto the fifth gear shift rod would often back off. The contact received a recall notice that stated that, in certain circumstances, the vehicle may move without warning. In order to alleviate the failure issues of the G56, the majority of aftermarket clutch manufacturers convert the transmission back to a proven, reliable, one piece, solid flywheel.
I do not know of too many people that have the same vehicle, so it seems strange that the one person I do business with on the other side of the country has the same problem and that he knows of someone else in another part of the country with the same problem. While in traffic, the consumer had to coast to the shoulder while pulling a 26' trailer. There were numerous complaints about this problem. Was able to go to next exit driving in fourth gear so I could get the truck back home. The contact expected the vehicle to be repaired for safety reasons. And due to the extremely electronically controlled nature of these transmissions, the processes involved to build more robust replacement parts has been tedious for the aftermarket manufacturers. The first time it was replaced at around 30000 miles.
There was no prior warning to the gear failure. We have been dealing with the problems ever since they have started and the truck has been in the shop more than it has been out. And if you're like most and are somewhere in between, we have a ton of options to suit exactly your truck and your driving style. I am not sure of the exact dates of both occurrences, it is all filed away, but if you want, I can dig them up for you. This caused the vehicle to lurch unexpectedly.
The pick up spends 1 or 2 days in the shop, they replace the nut, and that's it. The approximate current mileage was 148,000 and failure mileage was 120,000. The vehicle felt as if it were in neutral so the consumer had to down shift to fourth gear. The transmission was hard to shift, the clutch control was defective due to the slave cylinder bleeding back into the master cylinder. Sure enough when he split the tail shaft off the nut was just hanging on the shift rod. . For the majority of people that drive their truck on a routine basis, and have made slight to moderate modifications to increase horsepower, we've found that one of Valair's or South Bend's street-style dual disc clutches is the best option.
It further stated that the manufacturer will modify the vehicle free of charge by installing an out of park alarm system. The old part is not available, but my work orders from the Dodge service departments are. I now come to realize that there is a service bulletin on this very problem 21-10-98a which was ignored by the manufacturer. The consumer was unable to get the trailer completely off of the highway. The second time they replaced the nut, I think they put locktite on it. This cost me about 65 dollars and another 530 dollars to pay for the labor involved. A supervisor at the manufacturer stated that the repair was mandated by law and cannot be reversed.
It nearly cost my family dearly. The vehicle is mostly driven on the highway. The mechanic at the repair shop stated that a nut on the fifth gear failed. The contact has experienced the safety risk involved due to the failure. The second time it was replaced around 60000 miles. I went to a local Dodge dealership and purchased the new and improved lock nut that Dodge came out with to fix the problem.
After placing the vehicle into park, it began rolling backwards. In the past, the mediocre four speed transmissions were the inherent weak link for the powertrain. The problem was recognized by Chrysler in 1994 and service bullitens where issued to dealers. I have discussed this with numerous owners of this same model and have found it to be a common problem encountered at various mileages. We offer everything from complete transmission packages to support over 1000 horsepower, to heavy duty billet torque converters, upgraded valve bodies, or even deep sump transmission pans to keep everything running cool.
There were no warning indicators present. Will not down shift into third gear with gear grinding. If you've got a stock powered truck and are just in need of a good solid single disc replacement, we have those. The old nut was left in the scrap metal pile at the mechanic's shop. Dealer tells me that parts are not available to repair and they are not sure if Dodge is having a problem.