Get Your Transmission

Get the best prices online from our large selection of Used, Rebuilt, Engines and Transmissions.



>> Blog Navigation
>> Welcome to The GotTransmissions.com Blog

Caravan Transmission Codes, # P0706

If you have Got Transmission trouble codes number P0705 or P0706 in a Dodge A604 transmission (Caravan, Town and County, Voyager) lets see what it means and all the possible causes for it. Remember to follow the general preliminary diagnosis routines before you start any repair.

Code Description: P0705 – Check Shifter Signal
P0706 – Check Shifter Signal

Functional Operation; The Transmission Control Module (TCM) monitors a series of switches (C1 through C4) inside the Transmission Range Sensor (TRS) in order to determine shift lever position. Each switch can either be open or closed, and each lever position has it’s own unique combination of open and closed switches. This combination is referred to as the ‘PRNDL code’ (Park, Reverse, Neutral, Drive, Low). If the TCM detects any invalid PRNDL code that lasts for more than .01 seconds, 3 times in one key cycle, the code will set. The ‘check engine’ light will not illuminate, and the transmission will not go into limp mode. However, the customer may complain that all or none of the PRNDL lights in the dash were illuminated.

Possible Causes:

  • Failed Transmission Range Sensor
  • Worn code plate (rooster comb).
  • Broken, spread, or pushed in terminals in the TRS connector.
  • Broken, spread, or pushed in terminals in the TCM connector.
  • Open or shorted TRS T1 circuit
  • Open or shorted TRS T3 circuit
  • Open or shorted TRS T41 circuit
  • Open or shorted TRS T42 circuit
  • Excessive metallic debris in the transmission fluid
  • TCM – Internal Failure
  • Once the problem has been accurately diagnosed with the proof, you have to decide what is realistically in your best interest. A repair to an old transmission as simple as replacing the MLPS or an internal problem that requires a rebuilt transmission. Only you can decide, with the help of the professionals at GotTransmissions.com. 866-320-1182



    Preliminary Diagnostic Tips: 41TE/TF A-604

    For a vehicle with a TF A-604 Dodge Caravan transmission with a problem, this is a basic start to the proper method of making an accurate diagnosis on the problem with the transmission and whether you need a remanufactured transmission or a repair. Collecting the technical data and information first is where we start.

    • Check the transmission fluid level. Low fluid levels can cause allot of problems, so be sure to top it off before making any diagnostic attempts. If the transmission is found to be low on fluid, be sure to check for leaks.
    • Some DTC’s are difficult to reset. Read the general fault code information to determine how to reproduce the DTC that you are trying to diagnose. Make sure you have a ‘Hard’ code before proceeding with diagnostic testing. ‘Soft’ or intermittent DTC’s will require more intense diagnostic procedures.
    • Check for the correct manual linkage or cable adjustment. Perform a ‘Shift Lever Test’ with a scan tool. If the test fails, perform tests for code P0706
    • Check and repair all engine DTC’s before diagnosing transmission problems. Poor engine performance can cause transmission shift timing issues.
    • Make sure that your battery is fully charged. If the battery isn’t fully charged, it could cause false readings in your diagnostic tests.
    • IMPORTANT: Check all wiring connectors related to the circuit involved very closely. Look for broken, spread, or pushed-in terminals. Repair all wiring connectors as necessary.
    • Check all CVIs and make sure they are within specifications.
    • Check the version number of the Transmission Control Module (TCM). Some problems can be corrected by software upgrades to the TCM.

    After this procedure is completed, the technician doing the diagnosis is prepared to make a recommendation on what may be in your best interests, get your transmission functioning again or whether to replace the old transmission with a rebuilt transmission.



    Technical Data: Dodge TF-A604 / 41TE

    The Torque Flight A604 Dodge transmission, (designated the 41TE in Chrysler talk), came out in 1989 and has turned into one of the most reliable front wheel drive transmissions on the market. Partly due to factory upgrades and partly through the after market. Even the chronic leaky axle seal problem can be cured now.

    The 41TE is a four-speed transaxle that is a conventional hydraulic/mechanical assembly with an integral differential, and is controlled with adaptive electronic controls and monitors. The hydraulic system of the transaxle consists of the transaxle fluid, fluid passages, hydraulic valves, and various line pressure control components. An input clutch assembly which houses the underdrive, overdrive, and reverse clutches is used. It also utilizes separate holding clutches: 2nd/4th gear and Low/Reverse. The primary mechanical components of the transaxle consist of the following:

    • Three multiple disc input clutches
    • Two multiple disc holding clutches
    • Four hydraulic accumulators
    • Two planetary gear sets
    • Hydraulic oil pump
    • Valve body
    • Solenoid/Pressure switch assembly
    • Integral differential assembly

    Control of the transaxle is accomplished by fully adaptive electronics. Optimum shift scheduling is accomplished through continuous real-time sensor feedback information provided to the Powertrain Control Module (PCM) or Transmission Control Module (TCM).

    The PCM/TCM is the heart of the electronic control system and relies on information from various direct and indirect inputs (sensors, switches, etc.) to determine driver demand and vehicle operating conditions. With this information, the PCM/TCM can calculate and perform timely and quality shifts through various output or control devices (solenoid pack, transmission control relay, etc.).

    The PCM/TCM also performs certain self-diagnostic functions and provides comprehensive information (sensor data, DTC’s, etc.) which is helpful in proper diagnosis and repair. This information can be viewed with a scan tool.

    To be realistic about it, if you are looking to buy a remanufactured A604 transmission, than the technical data may have no meaning to you. The reason for the change was repeated PRNDL failures, a redesigned PRNDL was made to cure code #0706. What is important is that from 1995 and on the bulk of problems (code #0706) were worked out in this transmission through a lot of research and development. It is not an easy task to determine who sells the remanufactured transmissions that have all of the latest upgrades by looking at it. Most of the upgrades can not be seen on the outside and you would not know an update if it smacked you in the face.

    Trust is the way to find a remanufactured Caravan transmission that has been prepared for maximum life and minimum problems. After 30 plus years as a transmission shop owner and a rebuilder and diagnostician, my experience with transmissions suppliers left me with only one company that could meet my expectations. GotTransmissions.com was not hard to deal with, they were very open to letting me poke around their inventory. My conclusion was consistent with the people I met there. A class outfit from the first time you contact them, to the time your remanufactured transmission arrives. Customer support is excellent too.



    Affordable used transmissions for sale still available..

    Don’t do it. Trade in your so-called clunker, that is. You will be guilty of murder. Once the ink has dried, you might want to go to confession. Murder of valuable used transmissions, engines and other parts for your old clunker.

    Yes, that’s right. Guilty by association.

    Cash for Clunkers trade-ins aren’t being recycled and salvaged. No, they’re not being parted out by recycling yards and sold to the public like they should be. Instead, the engines are loaded up with sodium silicate until it’s a dust. As for the rest of the car, care to take a guess at its fate? Except for the used transmissions, they are more worthless than a wing nut.

    You’d think that this was some kind of rude comedy or joke on some of us. Some of us want to slip off our hats and cover our hearts. These cars are being put down, executioner style, a bullet to the motor.

    C4C supporters say they’re taking unsafe and unwanted vehicles off the road.

    Not true. These vehicles are wanted, and in high numbers. Many recyclers and automotive suppliers who make a living off of clunkers and car enthusiasts- even the average Citizen wanting, say, a used power steering pump can’t even touch these cars. It’s forbidden.

    What is happening is it’s going to become impossible to find quality used engines and cut down on the rest of the salvageable parts so many people count on to keep their cars going.. Yes used transmissions will be available, at a higher price, compound that with the body and repair shops losing a valuable source of affordable body parts, leaving them unable to perform “affordable” body work on older cars. The future doesn’t look so bright, auto-wise. .

    You don’t see lawmakers browsing salvage yards on the weekend to fix a broken taillight or smashed hood. No, someone else does the dirty work for them.

    Speaking of dirty work, why would a death sentence for engines come about in the first place? With the economy hurting and so many people out of work or holding jobs that pay less, it seems like bad timing to rip the useable parts us poor folks have counted on for years right out of our hands.They must have a lot of time on their hands.

    Now, the only thing staining lawmakers’ hands is burned oil. From euthanized clunkers and engines.

    Little do lawmakers know, however, is how much we need these so-called clunkers. Yes, working every day. Taking the kids to school or picking up the groceries. On the streets of America.

    So save the clunkers from an unjust and frightful end. Lawmakers think the clunkers are being put out of their misery. What really needs to be put down, by lethal injection, is a bill that does the automotive industry no good in the first place. People depend on the transmissions that come out of the clunkers. That is the point, most people who drive clunkers can’t afford new cars or more expensive rebuilt parts instead of salvageable parts or they would have a newer car already.



    Transmission Theory-2: How your T-400 works.

    Lets discuss how a General Motors T-400 transmissions and how they operate on a simplified basis. Although it uses different components to produce some of the gear ranges in terms of transmission theory than the 3 speed TF727 transmission, the end result is an automatic transmission with 3 forward speeds.

    1. When you put the vehicle in Drive you are applying the forward clutches and the low/reverse sprag. This combination produces first gear in the drive range.

    2. Here is where the major functional difference in theory between a transmission that uses a band for second gear, and a transmission that uses a set of clutches for second gear. As mentioned in the Transmission Theory-1 article using a TF727 transmission as an example, which uses a band for second gear, the T-400 uses a set of clutch plates to produce second gear. This is an extremely efficient way to produce a third gear shift. Essentially the shift to second is not much different except for the difference in components at work.

    The beauty of using clutch plates for second gear over a band is that when you use clutch plates for second gear instead of a band, when the transmission shifts into third gear, there is no band that has to release in order for a smooth shift to third. As opposed to a 727, which has to fully release the second gear band in order to make a clean third gear  shift. For the majority of people this is not an issue. For drag racers it is a big issue, meaning that the third shift occurs faster in a T400 since a band does not have to release before the third clutches apply.

    I’m not saying that a 727 can’t shift as fast a a 400. With the correct racing shift kit, one can exact the same quick shift to third in a band unit as in a clutch unit. It is more complicated and involved, but it can be done reliably.

    Without getting into the details of reverse or downshifting, this is the way a unit with clutches operates as opposed to a unit that uses bands and clutches. Not that this is very important when it comes to purchasing a replacement Chevy T-400 transmission for your car.

    What is important when it is time to find a transmission for sale? Knowing the transmission supplier you deal with gives you a product you can count on to exceed expectations. Knowing that you will deal with transmission experts and specialists in terms of helping you choose the transmission that is in your best interest.

    For more transmission information, you can read our array of transmission articles on our blog, right here. If you want to speak with a professional, call GotTransmissions.com @ 866-320-1182.



    Transmission Theory-1: How your transmission works…

    Talk about the seven wonders of the world, well we have eight wonders, they forgot to include or add automatic transmissions. An automatic transmission is truly a wonder in terms of theory and engineering. It is much like the human body, meaning it has a variety of systems that should operate in harmony to produce the desired result. As in, moving, shifting and all the wondrous things your transmission does by itself.

    Something that adds to the wonder of how an automatic transmission works is that there are actually several different ways a transmission can produce gear ranges internally. While the actual shift ‘feel’ may seem to be the same from car to car, there are a couple ways of achieving the necessary gear ranges.

    First I will choose a TF727 3 speed automatic transmission to describe what components apply to make the different gear ranges. The Dodge 727 is a common transmission and uses a band that wraps around the 3rd gear clutch drum to make second gear. FYI: The Chevy T-400 has a different set of components that produce second gear, we will cover that in the future.

    I am not going to describe the hydraulic theory, it’s over most rebuilders heads too, but the mechanical theory may be interesting to you.

    Once the shifter lever is put in drive we are set to go forward. From there here is what applies and un-applies in order to make your gear ranges.

    1. The forward clutch pack applies and the sprag in the back of the case mechanically holds, thus we are now in first gear and ready to take off.

    2. When the transmission is ready to shift to second gear the intermediate band (2nd gear) applies using the 1-2 shift servo. The band actually stops the 3rd/Rev. clutch drum from spinning. Much like a band brake, it squeezes the outside of the drum until it stops, all in a fraction of a second so you will not get a smooth seamless shift.

    3. In order to shift into 3rd gear, the second band has to fully release or return to the off position, in order for the 3rd/reverse clutch drum to apply properly. The release of the second gear band has to be instant, other wise the third gear shift will bind up causing a jerking sensation or a hard bump. On the other end of the spectrum, it may have a slippery feeling since the shift is taking to long. Timing is of the utmost importance here to produce a quality shift without wearing components.

    The valve body’s functional condition, wear on the clutch plates in the third gear drum and the band adjustment all play into this, but that is to heavy (to much) to discuss now.

    4. Reverse is a combination of the reverse band and the third gear clutch pack being applied at the same time. Simply put, the combination of the reverse servo applying the reverse band as the third/ reverse gear clutches apply at the same time = reverse.

    I’m not going to get into passing gear or anything more complicated. This is a very common method of what applies in a 3 speed band type automatic transmission.

    Pretty simple, eh? That is just the mechanical side of operation too. I am not so sure how important this info is when it is time to replace your transmission. I am sure that GotTransmissions.com has earned their reputation as the leading transmission supply company in North America by providing the necessary information to our customers in terms they understand. It’s my job to help you understand what is in your best interests through our blog. Enjoy.



    BMW Transmissions for sale: The Sequential Manual Gearbox

    BMW currently offers two types of Sequential Manual Transmissions (SMG), both of which are applied electro hydraulically, electronically or driver-controlled shifting to a 6-speed manual transmission. Available on the super-performance M3 models is the very elaborate DRIVELOGIC version, which offers drivers a total of 11 shift programs. The version offered as optional equipment for Z4 roadsters is engineered for performance, convenience and driving pleasure; it offers a total of four shift programs:
    • In its Automated mode, labeled D, a Normal program, and a Sport mode that executes shifts at higher engine speeds and makes the shifts themselves quicker.
    • In its Manual mode, also a Normal and a Sport program; here the Sport program makes the shifts quicker, but the driver determines when the shifts occur.
    In either mode, the Sport program is selected via a button on the console.

    There is no clutch pedal. The driver selects the desired operating range (N, R, D, S = Sequential) with a console-mounted selector lever, and can execute manual shifts with that lever or with two “paddles” on the steering wheel. After starting the engine (which requires putting the lever in N and applying the brake pedal), the driver moves the lever to the right; this selects the Sequential mode, in which each tap of the lever or paddle(s) shifts the BMW transmission up or down one gear. Moving the lever to the right toggles the unit to its Drive mode, in which shifts occur without the driver’s intervention. To revert to Sequential shifting, the driver can toggle the lever to the right again or toggle one of the steering-wheel-mounted shift paddles. By pulling either steering wheel-mounted paddle, an upshift is executed. Pushing either paddle with your thumb produces a smooth downshift.

    Though SMG does offer automated shifting, it is not meant to serve as a conventional automatic transmission; that role is played by the also available STEPTRONIC automatic. Just as with a manual transmission, power is interrupted for shifts that are very solid and happen instantly.
    • It is a racing technology, pioneered in Formula 1 competition and predominant in that sport today.
    • It offers a new kind of actively enjoyable driving, and fascinating new things for an enthusiastic driver to learn.
    • Relative to a manual transmission, it entails no performance loss and minimal increase in fuel consumption. In fact, it can match or even exceed the performance achieved by an expert driver.

    This is the new generation of transmissions we are seeing in the more expensive performance cars. Porsche pioneered this basic concept several years ago. now this system is becoming more affordable and popular. Don’t mistake the lesser cars to have the same highly technical computerized setup such as this.

    While BMW is not a budget car, it surprises me at how well priced these transmissions are at GotTransmissions.com. What is more surprising is that the used transmissions all have low mileage on them and it can be proven by tracing back to the original car it’s entire history through CARFAX.com, which is one way GotTransmissions outperforms the competition. There are more reasons to do business with GotTransmissions.com. Two quick ones are: 1. Guaranteed finest quality units and 2. guaranteed best pricing with a convincing warranty plan.



    Delco 38MT Starter Planetary Gear System

    Planetary Gear Systems have been around for awhile. A very common use for them are automatic transmissions. The gear ratios can be changed by changing the drive gear and the gear that is being driven. There is always one of these 3 gears that has to be fixed.

    This Delco 38 MT starter pictured is used to start a 2007 C2 School Bus. You can see the blown planetary gear-set. Quite similar to a transmission planetary failure.. This is common since starters are placed low in the engine and exposed to all sorts of the road elements.

    Starters have come a long way and now most are using a planetary gear reduction with more torque delivered for cranking over high compression diesel engines. The Delco 38MT on our Mercedes MBE 900 Diesel engines does the job even with it’s light weight. These starters pack a punch and are light weight with mostly aluminum castings.

    The planetary gear system in this starter has the typical sun gear (driven by the starter motor) the ring gear is fixed and part of the of the starter body, while the planet gears are integrated into the actual armature that delivers the starting drive to the engine ring gear or flywheel.
    This set up is extremely durable since there are 3 planetary gears to absorb the load and speed required. I’ve always been impressed by what a starter can do. It takes a lot just to crank over a diesel engine by hand and when you look at this medium sized starter it’s really extraordinary especially when you consider the extra load required for cold starts.

    The planetary gear system on this starter has a gear reduction of 3 1/2 : 1 ratio which slows down the output of the drive gear (3 1/2 revolutions of the starter motor to 1 revolution of the output drive gear). What this accomplishes is a high torque output that enables the smaller starter motor to punch out the turning force required to crank over the engine.

    Here’s a great explanation on GotTransmissions.com Blog on how a planetary system works.
    This mechanic information will give you a basic understanding on new starter models that are in use today. GotTransmissions is a transmission specialty supply company, nut we also supply components that are related to your transmission, such as starters and flywheels. Trust me, after being in the transmission business for over 30 years, when I tell you GotTransmissions.com may be the most informed transmission supply company on the market. It is part of their commitment to serve you better than any one of our competitors.


    Chrysler Transmissions: 1956- TorqueFlite 3-speed automatic

    The ChryslerTorqueFlite transmission was Chrysler’s long term solution from its introduction in 1956 through the early 1990s, remaining in duty in modified form (for front wheel drive) through 2001 in the Caravan and Neon, and continuing even today with electronic controls for trucks. Long after the Vacamatic was discontinued.

    Though the first TorqueFlite was the revolutionary model # A-488, called the best automatic transmission in the world, the most legendary Torqueflite model is the well known A-727, which it replaced it in 1962. Duties first assigned were for the most muscular engines, heavy duty applications, and trucks, the A-727 used an aluminum case (rather than the A-488’s cast iron case), in the early A-727 models, park was actuated by a lever (1962-64 models).

    The first generation of iron TorqueFlites had a rear pump as well as a front pump, allowing the automatic-equipped cars to be push started! It probably wasn’t officially endorsed, but it worked in emergencies. For 1966, the rear pump was eliminated because the push-starting capability was rarely used.

    Base model cars usually were to get the A-904 and, in later years, it became called the A998/999. The A-904 was a smaller, aluminum-cased version; and, it was very capable of handling the power of the slant six and 273 V8 (later, the 318). The difference between the 904, 998/999, and 727 was largely in d the amount of ‘beef’, and in the torque converters. Much of this confusion probably stems from Chrysler’s early general references to the 904 as “Torqueflite 6” and whichever Torqueflite was behind V8s at the time as “Torqueflite 8.” A V8 version of the 904 did not appear until 1964, when it came out behind the 273. And there was a slant-six version of the 727 for truck use.

    AMC used Torqueflite automatics, both the 727 and 904, in different cases to match their individual vehicles (where they were called Torque-Command). Case size, length, drives-haft yoke, and other external parts differences based on their applications.. Chart

    1960 automatic transmission tuning TorqueFlite (V8) TorqueFlite (I-6) PowerFlite
    Light throttle 1-2 shifts starting from… 10 mph 9 mph 11 mph
    Light throttle 2-3 shifts starting from… 15 mph 14 mph No 3rd gear
    Heavy throttle 1-2 shifts 40 mph 23 mph 55 mph
    Heavy throttle 2-3 shifts 75 mph 60 mph No 3rd gear
    Kickdown, 2-1, if speed is less than: 25 mph 22 mph 50 mph
    Kickdown, 3-2, if speed is less than: 65 mph 60 mph
    Low gear button operates at (maximum): 25 mph 22 mph 50 mph

    The A-500 and A-518 truck transmissions were 727s and 904s with an overdrive added.

    Several other automakers bought and used TorqueFlites, including AMC. AMC used GM’s Hydramatic in the 1950s (except for Packard Twin Ultramatics in Packard V8-powered cars), Borg-Warners from 1957 on and finally moved to the Torqueflite in 1972 for cars, and around 1979-80 for Jeeps, which had used Hydramatics due to a contract negotiated by Kaiser.

    My AMC source, informed me that AMCs larger 1958-62 models may have been the only Borg-Warner transmissions with push-button shifting. Note: Borg-Warner was phased out of International Harvester in favor of the Torqueflite; using the 727 transmissions (with their own model numbers) across their entire light truck line, from the four cylinder Scout through to the one-ton pickup.

    The various Torqueflites had the same internal gear ratios, despite their other differences. In 1980, they were relatively narrow, in and after 1980, a wide-ratio gear-set was introduced and used in most of the 998 and 999 transmissions. This ratio was 2.54 in first, 1.54 in second, and (as with the earlier Torqueflites) 1.00 in third. This gear-set, which uses a welded-steel planet cage, is noisier and less durable than the original ratio gear-set with its machined-aluminum planet cage, but the lower first and second gear helped cope with the tall rear axle ratios needed for gas mileage.

    The basic TorqueFlite design continued long past the time when the transmissions were so labelled. In 1989 and 1991, integrated overdrives were added, resulting in the A-500 (based on the 3 speed A-904) and the A-518 (based on the 3 speed A-727). The engine computer controlled the electric overdrive unit built into the extension housing

    In 1994, the transmissions were renamed, the 904 becoming the 32RH (three speeds, #2 torque rating, rear wheel drive, hydraulic control); and the A-518 (727 with overdrive) becoming the 46RH and soon the 46RE. Some years later, when electronic control was integrated into the system, (the the RE series was created, with the A-904 plus overdrive becoming the 42RE. Four speeds,”2” torque rating, rear wheel drive, electronic control.

    Well that’s about it on Torqueflight transmissions. Now you are probably more confused. No need to be, with GotEngines.com as your guide in transmission replacement, all you need is your VIN and place a call @ 866-320-1182 and receive information on which type of replacement Torqueflight transmission is in your best interest.



    Transmission article: What was the first American Automatic Transmission?

    When I was asked what was the first American automatic transmission, I tried a search on “first car automatic transmission.” I did find an interesting article on how automatic transmissions work, but no answer to your question. Next I tried “automatic transmission history” and had better results. An article on the edmunds.com web site promised history, so I shifted gears and headed to the site. The main thrust of the article was, again, how automatic transmissions work, but it started off with a little history lesson.

    As I learned, automatic transmission was based on technology first developed in the early 1900s by German manufacturers of marine engines. However, it was not adapted for automobiles for several decades. In 1938, General Motors developed the first line of cars to sport automatic transmission — Oldsmobiles that offered “Hydra-Matic drive.” The cars were introduced to the public in 1940. In 1941, Chrysler followed suit and introduced three different cars that offered their version of automatic drive, “Vacamatic” (later called “Fluid Drive”). Automatic transmission was a fairly common option on most American cars by 1948.

    I steered over to the official Oldsmobile site to learn more about the innovative line of cars. In the History section of the site, I found an interactive timeline that offered a bit more information about Hydra-Matic drive:

    It provided true clutchless driving with four forward speeds. Its fluid coupling between engine and transmission eliminated the clutch and its associated foot work. Olds made the breakthrough Hydra-Matic available on all models for only an extra $57.

    Not only was GM the first to market with automatic transmission, according to Chrysler’s site, Vacamatic was really only semi-automatic. It featured four speeds and would switch automatically between the two lower or two higher gears, but the driver needed to use the clutch to switch from a lower gear to a higher gear or vice versa.

    So there you have it — in this race, Oldsmobile was the clear winner. That is my answer to the question and I’m sticking with it. Enjoy more trivia on transmissions on our blog.