ok, so i was at the dealership today and decided to test drive an 06 dakota and compare it to my 05. On the sticker it said it had the 5 speed auto. i took it for a spin and it shifted from 1st to 2nd at about 42 mph and from 2nd to 3rd at about 73 (same shiftpoints as my 05).....wtf mate???? is the gear ratio really that long???? what gears do we have in the daks?


with gears that long, i really doubt its a 5 speed. anyone know about this?

 

I beleive it has two different 2nd gear ratios, one more aggressive than the other depending on driver input thru the pedal. I could be wrong but think that is what it is. Really a 4 speed with 2 choices for 2nd gear.

 

My neon I use to have would shift out of first at like 45 and then out of second at like 69. I wish my trucks manual tranny would do that.

It'd make me REALLY happy. Stupid gay first gear. I can do like 25. Haha, actally it may be faster. I dunno. Seems slow though.

 

Maybe this description will help it is taken from the service manual. Sorry I am not having much luck with the attachments. So here is a cut from the text.

DESCRIPTION
The 545RFE automatic transmission is a sophisticated, multi-range, electronically controlled transmission which
combines optimized gear ratios for responsive performance, state of the art efficiency features and low NVH. Other
features include driver adaptive shifting and three planetary gear sets to provide wide ratio capability with precise
ratio steps for optimum driveability. The three planetary gear sets also make available a unique alternate second
gear ratio. The primary 2nd gear ratio fits between 1st and 3rd gears for normal through-gear accelerations. The
alternate second gear ratio (2prime) allows smoother 4-2 kickdowns at high speeds to provide 2nd gear passing
performance over a wider highway cruising range. An additional overdrive ratio (0.67:1) is also provided for greater
fuel economy and less NVH at highway speeds.

The hydraulic portion of the transmission consists of the transmission fluid, fluid passages, hydraulic valves, and
various line pressure control components.

The primary mechanical components of the transmission consist of the following:
â—� Three multiple disc input clutches
â—�Three multiple disc holding clutches
â—� Five hydraulic accumulators
â—� Three planetary gear sets
â—� Dual Stage Hydraulic oil pump
â—� Valve body
â—� Solenoid pack

The Transmission Control Module (TCM) is the “heart� or “brain� 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. Depending on the vehicle configuration, the TCM may be a standalone module or it it may be
housed along with the Powertrain Control Module (PCM) in a single module. With this information, the TCM can
calculate and perform timely and quality shifts through various output or control devices (solenoid pack, transmission
control relay, etc.).

GEAR RATIOS
The 545RFE gear ratios are:
1st . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.00:1
2nd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.67:1
2nd Prime . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.50:1
3rd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00:1
4th . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.75:1
5th . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.67:1
Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 3.00:1


OPERATION
The 545RFE offers full electronic control of all automatic up and downshifts, and features real-time adaptive closed loop shift and pressure control. Electronic shift and torque converter clutch controls help protect the transmission
from damage due to high temperatures, which can occur under severe operating conditions. By altering shift sched -ules, line pressure, and converter clutch control, these controls reduce heat generation and increase transmission
cooling.
To help reduce efficiency-robbing parasitic losses, the transmissions includes a dual-stage transmission fluid pump with electronic output pressure control. Under most driving conditions, pump output capacity greatly exceeds that which is needed to keep the clutches applied. The 45RFE/545RFE pump-pressure control system monitors input torque and adjusts the pump pressure accordingly. The primary stage of the pump works continuously; the second stage is bypassed when demand is low. The control system also monitors input and output speed and, if incipient
clutch slip is observed, the pressure control solenoid duty cycle is varied, increasing pressure in proportion to
demand.
A high-travel torque converter damper assembly allows earlier torque converter clutch engagement to reduce slippage. Needle-type thrust bearings reduce internal friction. The 45RFE/545RFE is packaged in a one-piece die-cast aluminum case. To reduce NVH, the case has high lateral, vertical and torsional stiffness. It is also designed to maximize the benefit of the structural dust cover that connects the bottom of the bell housing to the engine bedplate, enhancing overall power train stiffness. Dual filters protect the pump and other components. A cooler return
filter is added to the customary main sump filter. Independent lubrication and cooler circuits assure ample pressure
for normal transmission operation even if the cooler is obstructed or the fluid cannot flow due to extremely low
temperatures.


Best I could do.

 

My 06 with the 5 speed shifts fairly quickly through the gears. It certainly doesn't take as long as yours. Could be a 4 speed and it was mislabeled.