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It's not leaking or burning oil at all. My temp gauge isn't coming on. I've got no indications of an issue other than smell and a bit of smoke.
It happens once I've been rolling a while (no matter how I'm driving) and the amount of time/mileage seems to be shortening but I'm not 100% certain on that.
Definitely happens when I've been hard on the engine (road rage much?)
It's a horrible smell of burning rubber and/or burning _?_, it's not 'just' a rubber smell. The smoke (not a lot) seems to be coming from the drivers side front but I haven't been able to find the exact location.

Background/context: I've just replaced the clutch and the alternator. The transmission/clutch specialist said it is "definitely Not clutch or transmission related." (However, I've since learned that he's a Moron that couldn't even diagnose my frustration with the Clutch Delay Valve)

Thanks in advance!
 

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Do you have any update on this yet? I have had the same issue. Whenever I park, mostly when I get home at night, I can see the smoke coming from around the front fascia near the drivers side headlight. I have not been able to track it down
 

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Do you have any update on this yet? I have had the same issue. Whenever I park, mostly when I get home at night, I can see the smoke coming from around the front fascia near the drivers side headlight. I have not been able to track it down
Not sure what the smell is, but did you make sure that your clutch slave cylander is not in the "bleed" position. Don't want that blake fluid shooting out on hot engine parts. Possibly very, very dangerous.

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I also have 2013 dodge dart. One days I was driving and very bad burning smell started coming from the hood. I was standing in the lineup at US border and my car started shaking. Then I parked at the parking there and turned it of. When I planned to go back home, I got a message " service transmission" No gear available and no reverse gear. I could drive only at the speed of 50 and 60kms. It's in safe mode or something but transmission is not working. Any suggestions please?
 

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You shouldn't be pressing the brakes in drive for long periods. Shift to neutral instead. You burned your clutches.
The DDCT is really a manual transmission with even and odd gear clutches. It uses electronic solenoids and hydraulics to make it shift like an automatic transmission.
 

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You shouldn't be pressing the brakes in drive for long periods. Shift to neutral instead. You burned your clutches.
The DDCT is really a manual transmission with even and odd gear clutches. It uses electronic solenoids and hydraulics to make it shift like an automatic transmission.
Hi,
Thanks for your prompt reply. What do you suggest now? Can I fix it on my own. I am handy and little bit technical too. I usually fix my car on my own. I change rotor pads, oil change etc. and how much will it cost.
Thanks in advance.
 

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Have you scanned for codes?
DDCT repairs are expensive even when you do it yourself. Start a conversation with @DartGuyOH. He has done several himself. The TCM is likely not the problem.
 

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Have you scanned for codes?
DDCT repairs are expensive even when you do it yourself. Start a conversation with @DartGuyOH. He has done several himself. The TCM is likely not the problem.
Sorry to bother you again. Today I tried to scan codes again and I got some other codes too U11D1, U11D4, U0401 AND P1D6B. ANY SUGGESTIONS. As I may have told you before that I had removed battery for couple of days to check the bushing for clutch arm I think.
 

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28 - DTC-Based Diagnostics / MODULE, Transmission Control (TCM), C635 DDCT / Diagnosis and Testing

P1D6B-00-CLUTCH 1 ACTUATOR POSITION OUT OF RANGE

Theory of Operation

This diagnostic compares the odd clutch actuator position to minimum and maximum threshold values when the odd clutch electrovalve command is off. In this situation the clutch is supposed to be closed. The threshold values are defined based on the mechanical design: the odd clutch closed position changes as a function of the clutch life and of the manufacturing tolerances. The actuator position is read by a position sensor which provides an output signal with Pulse Width Modulation (PWM) at a fixed frequency and duty cycle proportional to the position of the actuator. The PWM duty cycle electrical range is between 10% and 90%. If the position sensor signal indicates that the actuator position with electrovalve off is outside its expected range then the diagnostic will be considered failing.

When Monitored and Set Conditions

When Monitored: This diagnostic runs continuously when the following conditions are met:

•Ignition is on.
•Actual gear is either an odd gear (1st, 3rd, 5th, Reverse) or the Neutral gear.
•Odd clutch temperature is between two values.
•Even clutch transmitted torque is lower than a calibrated value.
•Odd clutch current command corresponds to off or closed.
•Odd Clutch Position Sensor has no electrical failure.

Set Conditions:

•The odd clutch position sensor output is in the range 10%-90% but it indicates that the actuator mechanical position is less than a lower value or greater than an upper value for a calibrated amount of time.

Possible Causes

TRANSMISSION HYDRAULIC SYSTEM
TRANSMISSION MECHANICAL OPERATION
TRANSMISSION CONTROL MODULE (TCM)

Always perform the PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE before proceeding. (Refer to 28 - DTC-Based Diagnostics/MODULE, Transmission Control (TCM) /Standard Procedure).

CHECK THE TRANSMISSION OPERATION

View Repair.

Repair

•Check transmission hydraulic operation, transmission mechanical operation, and valve body in accordance with the Service information. Repair as necessary.
•If no hydraulic or mechanical problems are found, and using the schematics as a guide, check the Transmission Control Module (TCM) terminals and connectors for corrosion, damage, or terminal push out. Pay particular attention to all power and ground circuits. Check for any Service Information Tune-ups or Service Bulletins for possible causes that may apply. If no problems are found, replace and program the Transmission Control Module (TCM) in accordance with the Service Information.
•Perform the C635 DDCT VERIFICATION TEST. (Refer to 28 - DTC-Based Diagnostics/MODULE, Transmission Control (TCM) - Standard Procedure).
 

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U11D1, U11D4, and U0401 are PCM and TCM errors.

28 - DTC-Based Diagnostics / MODULE, Transmission Control (TCM), C635 DDCT / Diagnosis and Testing

U11D4-00-LOST PEDAL POSITION MESSAGE

Theory of Operation

This diagnostic checks the validity and availability of the gas pedal position signal which is sent by the Powertrain Control Module (PCM) via a CAN message. The diagnostic checks the validity by performing a CRC and message counter check to verify the gas pedal position signal is continuously updated by the PCM and that it has a valid value. The diagnostic also checks the availability by checking the received valid bit.

•When Monitored:
Ignition key is ON and the engine is not in cranking mode.

Power supply must be between 7 volts and 24 volts and the Main Micro Processor (MMP) supply diagnostics have not failed.

The Bus OFF failure is not present, the CAN communication between TCM and PCM is not lost, there are no dual port RAM faults and the CAN message was read at least once.

•Set Condition:
The failure is detected if at least one of the following malfunctions is verified:

1) Toggle Bit Check and Parity Bit Check: A signal toggle bit and a signal parity bit are sent by the PCM within the CAN message. In order to be sure the message is continuously updated, the value of the toggle bit changes from 0 to 1 and vice versa every two messages. In order to be sure the message is valid, the parity bit value is set so that the sum of specific signals bits (the PDL_POS) of the message content plus the toggle bit plus the parity bit is an even number. If the toggle bit value does not change or the signal parity is not verified for a calibrated amount of time then DTC U11D4 is set.

2) Signal Not Available Check: When the signal is not available, the PCM sends a SNA default value to the TCM. If the TCM reads this value then DTC U11D4 is set.

Possible Causes

PCM - INTERNAL ERROR
TRANSMISSION CONTROL MODULE


28 - DTC-Based Diagnostics / MODULE, Transmission Control (TCM), C635 DDCT / Diagnosis and Testing

U11D1-00-ENGINE SPEED MESSAGE RATIONALITY

Theory of Operation

This diagnostic checks the validity, availability and rationality of the engine speed signal which is sent by the Powertrain Control Module (PCM) via a CAN message. The diagnostic checks the validity by performing a CRC and message counter check to be sure the engine speed signal is continuously updated by the PCM and that it has a valid value. The diagnostic also checks the availability by checking the received value is not equal to the Signal Not Available (SNA) default value. Then the diagnostic checks the rationality by comparing the received engine speed to the odd or even clutch speed and to the odd or even input shaft speed. The clutch speed is measured directly from the clutch speed sensor and the input shaft speed is calculated based upon the driveline speed multiplied by the actual gear ratio. Any reference to odd or even is directly related to the actual odd or even gear engaged.

•When Monitored for Signal Invalid or Missing
Ignition key is ON and the engine is not in cranking mode.

Power supply must be between 7 volts and 24 volts and the Main Micro Processor (MMP) supply diagnostics have not failed.

The Bus OFF failure is not present, the CAN communication between TCM and PCM is not lost, there are no dual port RAM faults and the CAN message was read at least once.

•When Monitored for Signal Not Rational – Engine Speed Check for Zero Value
Ignition key is ON, the engine is not in cranking mode, there is no shift in progress, a gear is engaged, the clutch speed is greater than a threshold 250 rpm.

Power supply must be between 7 volts and 24 volts and the Main micro processor (MMP) supply diagnostics are not in failure.

The clutch position sensor has no electrical faults and the clutch speed has no rationality faults.

The Bus OFF failure is not present, the CAN communication between TCM and PCM is not lost, there are no dual port RAM faults and the CAN message was read at least once.

•When Monitored for Signal Not Rational – Engine Speed Compared to Odd or Even Clutch Speed and Odd or Even Input Shaft Speed
Ignition key is ON, the engine ignition status is on, the engine is not in cranking mode, there is no shift in progress, the engine torque is less than 100 Nm or the clutch temperature is less than 170 °C, a gear is engaged and the clutch speed is stable for more than 1 sec.

Power supply must be between 7 volts and 24 volts and the Main micro processor (MMP) supply diagnostics are not in failure.

The driveline speed signal has no faults.

The Bus OFF failure is not present, the CAN communication between TCM and PCM is not lost, there are no dual port RAM faults and the CAN message was read at least once.

•Set Condition for Signal Invalid or Missing:
The failure is detected if at least one of the following malfunctions is verified:

1) CRC and Message Counter Check: A signal toggle bit and a signal parity bit are sent by the PCM within the CAN message. In order to be sure the message content is continuously updated, the value of the toggle bit changes from 0 to 1 and vice versa every two messages. In order to be sure the message is valid, the parity bit value is set so that the sum of the signal bits (ENG_RPM) of the message content plus the toggle bit plus the parity bit is an even number. If the toggle bit value does not change for a calibrated amount of time or the signal parity is not verified then DTC U11D1 is set.

2) Signal Not Available Check: When the signal is not available, the PCM sends an SNA default value to the TCM. If the TCM reads this value then DTC U11D1 is set.

•Set Condition for Signal not Rational - Engine Speed Check for Zero Value
The failure is detected if the received engine speed value is equal to 0 RPM then DTC U11D1 is set.

•Set Condition for Signal not Rational - Engine Speed Compared to Odd or Even Clutch Speed and Odd or Even Input Shaft Speed
The failure is detected if the difference between the received engine speed and the odd or even clutch speed is greater than 500 RPM and if the difference between the received engine speed and the odd or even input shaft speed is greater than 500 RPM then DTC U11D1 is set.

Possible Causes

PCM - INTERNAL ERROR
BCM CAN BUS DTCS PRESENT
TRANSMISSION CONTROL MODULE


28 - DTC-Based Diagnostics / MODULE, Transmission Control (TCM), C635 DDCT / Diagnosis and Testing

U11D4-00-LOST PEDAL POSITION MESSAGE

Theory of Operation

This diagnostic checks the validity and availability of the gas pedal position signal which is sent by the Powertrain Control Module (PCM) via a CAN message. The diagnostic checks the validity by performing a CRC and message counter check to verify the gas pedal position signal is continuously updated by the PCM and that it has a valid value. The diagnostic also checks the availability by checking the received valid bit.

•When Monitored:
Ignition key is ON and the engine is not in cranking mode.

Power supply must be between 7 volts and 24 volts and the Main Micro Processor (MMP) supply diagnostics have not failed.

The Bus OFF failure is not present, the CAN communication between TCM and PCM is not lost, there are no dual port RAM faults and the CAN message was read at least once.

•Set Condition:
The failure is detected if at least one of the following malfunctions is verified:

1) Toggle Bit Check and Parity Bit Check: A signal toggle bit and a signal parity bit are sent by the PCM within the CAN message. In order to be sure the message is continuously updated, the value of the toggle bit changes from 0 to 1 and vice versa every two messages. In order to be sure the message is valid, the parity bit value is set so that the sum of specific signals bits (the PDL_POS) of the message content plus the toggle bit plus the parity bit is an even number. If the toggle bit value does not change or the signal parity is not verified for a calibrated amount of time then DTC U11D4 is set.

2) Signal Not Available Check: When the signal is not available, the PCM sends a SNA default value to the TCM. If the TCM reads this value then DTC U11D4 is set.

Possible Causes

PCM - INTERNAL ERROR
TRANSMISSION CONTROL MODULE
28 - DTC-Based Diagnostics / MODULE, Transmission Control (TCM), C635 DDCT / Diagnosis and Testing

U11D4-00-LOST PEDAL POSITION MESSAGE

Theory of Operation

This diagnostic checks the validity and availability of the gas pedal position signal which is sent by the Powertrain Control Module (PCM) via a CAN message. The diagnostic checks the validity by performing a CRC and message counter check to verify the gas pedal position signal is continuously updated by the PCM and that it has a valid value. The diagnostic also checks the availability by checking the received valid bit.

•When Monitored:
Ignition key is ON and the engine is not in cranking mode.

Power supply must be between 7 volts and 24 volts and the Main Micro Processor (MMP) supply diagnostics have not failed.

The Bus OFF failure is not present, the CAN communication between TCM and PCM is not lost, there are no dual port RAM faults and the CAN message was read at least once.

•Set Condition:
The failure is detected if at least one of the following malfunctions is verified:

1) Toggle Bit Check and Parity Bit Check: A signal toggle bit and a signal parity bit are sent by the PCM within the CAN message. In order to be sure the message is continuously updated, the value of the toggle bit changes from 0 to 1 and vice versa every two messages. In order to be sure the message is valid, the parity bit value is set so that the sum of specific signals bits (the PDL_POS) of the message content plus the toggle bit plus the parity bit is an even number. If the toggle bit value does not change or the signal parity is not verified for a calibrated amount of time then DTC U11D4 is set.

2) Signal Not Available Check: When the signal is not available, the PCM sends a SNA default value to the TCM. If the TCM reads this value then DTC U11D4 is set.

Possible Causes

PCM - INTERNAL ERROR
TRANSMISSION CONTROL MODULE
 
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