Transmission not going into reverse or drive

Check transmission fuid level first. If its low I recommend LUCAS transmission fluid to fill it. If that does not fix it then it could be loose shifting linkage and will need to be tightened. To tell would require a second person to either shift or watch transmission cable/rod to see if it is working properly. With vehicle drive tires off the ground you can also try shifting it manually from the linkage on side of transmission case. It could ultimately be a blown tranny where on the inside the chain or belt has stretched or broken. Some transmissions have adjusting screw on outside of case or within transmission pan. Also it could be worn or stripped gears or sprockets inside in which case it would need a new tranny or rebuild.

This is an automatic?
I have experienced manual transmissions that became engaged in two gears simultaneously that had to do with shift rails losing a detent ball. Similarly they would be engaged in the same gear all the time.

i take it is a automatic check gearbox transmission fluid or the torque converter may be at fault

10 Most Common Transmission Problems

www.transmissionrepaircostguide.com/10-common-transmission-proble...

Ever notice that while driving that the car hesitates or refuses to go into gear? ... For automatic transmissions, you might notice that when shifting into drive or park ....Neutral and park gears no problem, but drive, 1st, 2nd and reverse engages ...

Trans Goes Into Neutral While Driving - Transmission ...

www.transmissionrepaircostguide.com/topic/trans-goes-into-neutral/

Jun 5, 2015 - When I put it in drive, and begin to drive away the transmission will put itself in neutral. When I slow back down, it will go back into gear.

I'm not familiar with YOUR Chrysler, BUT... my brother' father-in-law had a Buick [about 1998 model] that would NOT shift into any gear UNLESS the brake pedal was FULLY DEPRESSED!!!!!

I could move the shift lever into any of the indicator positions, but the transmission would not engage if my foot was not firmly on the brake pedal while selecting a gear position!

Make sure the transmission fluid is at the right level and is the right type. Transmissions use the fluid to engage various mechanisms and sometimes low transmission fluid will only effect one gear at first. Also it could the shifting lever adjustment. Make sure all the gears engage as they are supposed to - if they don't work right either, you need to get it adjusted.

No one can tell you what it is.This is the operating characteristic of your transmission and customer do object to the noise or clunk and dealer discourage the repair. This is TSB 03-07-29-004G. Let me give you a partial copy. INFORMATION
Bulletin No.: 03-07-29-004G
Date: December 15, 2010
Subject: Manual Transmission Operating Characteristics
Cold Operation
Manual transmission operation will be affected by temperature because the transmission fluid will be thicker when cold. The thicker fluid will increase the amount of force needed to shift the transmission when cold. The likelihood of gear clash will also increase due to the greater time needed for the synchronizer assembly to perform its function. Therefore when the transmission is cold, or before it has reached operating temperature, quick, hard shifts should be avoided to prevent damage to the transmission.
Backlash
Backlash noise is created when changing engine or driveline loading. This can occur when accelerating from a stop, coming to a stop, or applying and releasing the throttle (loading and unloading the driveline). This will vary based on vehicle type, build variations, driver input, vehicle loading, etc. and is created from the necessary clearance between all of the mating gears in the transmission, axle(s) and transfer case (if equipped).
Shift Effort
Shift effort will vary among different style transmissions and synchronizer designs. Usually the more heavy duty the transmission, the higher the shift effort because of the increased mass of the components. Shift effort can also be higher in cold weather because the fluid will be thicker. Medium duty transmissions will not shift as quickly as a Corvette transmission. To reduce shift effort, do not attempt to rush the shift - allow the synchronizers to work as designed. Shifting harder will only increase the chance of rushing past the synchronizer leading to grinding while shifting.
Non-Synchronized Gears
Some light duty truck transmissions in 1st gear (creeper-gear) and reverse gears in various transmissions, along with all gears in some medium duty transmissions, may be non-synchronized. This means there is not a mechanism to match input and output shaft speeds to allow for a smooth shift. This function is left up to the driver. This can be noticed if a shift into 1st or reverse is attempted while the vehicle is rolling or before the input shaft stops rotating leading to a gear grind. The grinding can be reduced by coming to a complete stop and pausing for a moment before shifting into the 1st or reverse gear. Some slight grinding can be expected. In medium duty non-synchronized transmissions, the driver must match input shaft (engine) speed to output shaft (driveshaft) speed with every shift. This can be accomplished by double clutching, or by using other methods. If the driver is not able to perform this function properly, there will be gear grinding with each improperly completed shift. Driver training may be required to correct this condition. Clutch brakes are used in medium duty non-synchronized transmissions to allow a shift into gear at a stop. The clutch brake is used to stop the input shaft from spinning, allowing a shift into gear at a stop without grinding. The clutch brake is activated by pressing the clutch pedal all the way to the floor. When the clutch brake is used, it is possible to have a blocked shift with the vehicle stationary. If this occurs, engage the clutch slightly to rotate the input gear to allow the shift. The clutch brake is intended to only be used while at a stop. Care must be taken to not activate the clutch brake while shifting between gears. This could lead to excessive grinding or a blocked or missed shift.

It should be an electronic problem Scan the transmission and post the codes

hi i will try help, well yes it will have adverse results on his gear box if he is putting it in drive and then reverse before the vehicle stops going forward, ile explain, when you engage the gear and drive forward, the centrifugal force is sent to the torque converter This engages reverse gear within the transmission, giving the ability for the vehicle to drive backwards. In order for the driver to select reverse, they must come to a complete stop push the shift lock button in (or pull the shift lever forward in the case of a column shifter) and select reverse. Not coming to a complete stop can cause severe damage to the transmission. Many modern automatic transmissions have a safety mechanism in place, which does to some extent prevent (but does not completely avoid) inadvertently putting the car in reverse when the vehicle is moving forwards. This mechanism usually consists of a solenoid-controlled physical barrier on either side of the Reverse position, which is electronically engaged by a switch on the . Therefore, the brake pedal needs to be depressed in order to allow the selection of reverse. Some electronic transmissions prevent or delay engagement of reverse gear altogether while the car is moving. Some shifters with a shift button allow the driver to freely move the shifter from R to N or D, or simply moving the shifter to N or D without actually depressing the button. However, the driver cannot put back the shifter to R without depressing the shift button to prevent accidental shifting, especially at high speeds, which could damage the transmission.so hope that answers your question and end the feud lol, please vote thanks

Hello. As you know, the transmission is one of the more sophisticated components in any auto. It takes the most transmission pressure to engage reverse, third, and fourth gear in an auto tranny. In an auto tranny, the shifter is connected to a linkage that manually shifts between the different gears in the transmission. When you shift into reverse, all transmission pressure is concentrated to engage reverse. When you shift to drive the transmission will operate normally, building pressure until it can shift into the next gear. With third, second, or first gear selected it will lock out all higher gears (Unless the TCU detects overrevving of the engine, in which case it will override gear selection and upshift to avoid engine damage). All the TCU does in a modern auto tranny is control shift points. Years and years ago, shifting was controlled by a spring attached to the gas pedal. When the gas pedal was depressed, the spring would expand. As tranny pressure grew, the spring would become compressed until it was fully compressed, engaging the next gear. The harder you stepped on the gas, the longer you went until the tranny shifted. In modern transmissions the TCU dictates shift points, and not much else. The TCU will also control when the torque converter will lock, but that's where it's duties end. The problem with engaging reverse is either a linkage issue, or a problem with the pump not building enough pressure to fully engage reverse.

Try putting the shifter in reverse, holding the brakes firmly, and giving the car gas. If the car reaches a higher RPM and suddenly slams into reverse it is the pump. The pump will only build enough pressure to engage reverse with higher RPM's. If the pump is severly damaged it won't engage at all, but if this is the case it probably won't engage third or fourth gear either at that point. If the problem is with the linkage, reverse just won't engage whatsoever, despite RPM's. I'd say start with the shift linkage. If it's bent or misadjusted it could cause reverse to not be fully engaged. The TCU doesn't control reverse at all, since there are no shift points and no need for the torque converter to lock.