Manual Caja Automatica Chysler A413-3 Velocidades PDF

Ä TRANSAXLE 21 - 1
TRANSAXLE
CONTENTS
page page
41TE FOUR SPEED AUTOMATIC TRANSAXLE . 85 SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . 183

41TE FOUR SPEED TRANSAXLE HYDRAULIC THREE SPEED TORQUEFLITE AUTOMATIC
SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . 170 TRANSAXLE . . . . . . . . . . . . . . . . . . . . . . . . . . 35
41TE ON-BOARD DIAGNOSTICS . . . . . . . . . . 145 THREE SPEED TRANSAXLE HYDRAULIC
A-523, A-543, and A-568 MANUAL SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . 162
TRANSAXLE . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
A-523, A-543, and A-568 MANUAL TRANSAXLE
INDEX
page page
Bearing Adjustment Procedure . . . . . . . . . . . . . . 31 In-Car Transaxle Disassemble/Assemble . . . . . . . . 4
Differential Bearing Preload Adjustment . . . . . . . . 33 Out of Car Transaxle—Disassemble and Assemble . 6
Gearshift Linkage Adjustment (Cable Operated) .. 2 Subassembly-Recondition . . . . . . . . . . . . . . . . . . 15
General Information . . . . . . . . . . . . . . . . . . . . . . . . 1 Transaxle Removal and Installation . . . . . . . . . . . . 5
GENERAL INFORMATION All shift forks are cast iron. Do not interchange 1-2
Safety goggles should be worn at all times or 5th shift fork pads with the 3-4 shift fork pads.
when working on these transaxles. All manual All synchronizers use a winged strut design that
transaxles use SAE 5W-30 engine oil, meeting SG prevents the struts from popping out of position.
and/or SG-CC qualifications, as the lubricant in order If any synchronizer is to be disassembled, mark
to reduce wear. all parts so that they will be reassembled in the
This 5-speed manual transaxles combine gear reduc- same position.
tion, ratio selection, and differential functions in one
unit. It is housed in a die-cast aluminum case (Fig. 1). CAUTION: 1-2 synchronizer assembly components
must NOT be interchanged with any other synchro-
nizer assembly. Do not interchange with previous
model years transaxles; they will NOT function cor-
rectly.
A-523 AND A-543 MANUAL TRANSAXLE

The A-523 manual transaxle is used in all 4-cylinder
applications, except high output turbocharged engines.
The A-543 manual transaxle is used only with V-6
engines.
To reduce wear, the manual transaxle uses SAE
5W-30 engine oil as the lubricant.
Gear ratios for the A-523 and A-543 are as follows:
1st—3.31, 2cd—2.06, 3rd—1.36, 4th—0.97, 5th—0.71,
Reverse—3.14. The final drive ratio is 3.77.
Fig. 1 External Transaxle Components
CAUTION: All gears and shafts must not be inter-
changed with previous model years; they will not
function correctly.
21 - 2 TRANSAXLE Ä
A-568 HEAVY—DUTY MANUAL TRANSAXLE

The greater torque of the high output turbo engines
require a stronger transmission. It includes a die-cast
aluminum case and a stronger, coarse-pitch gear set. It
has five forward speed ratios and reverse. Gear ratios
are as follows: 1st—3.31, 2nd—1.89, 3rd—1.28,
4th—0.94, 5th—0.71, Reverse—3.14. Final drive ratio
of 3.85 was selected for maximum performance. All
forward gears are synchronized.
To reduce wear, this transaxle, in common with other
manual transaxles, uses SAE 5W-30 engine oil as the
lubricant.
IDENTIFICATION
A-523, A-543, and A-568: the transaxle model, assem-
bly number, build date, and final-drive ratio are
stamped on a tag that is attached to the top of the Fig. 2 A-523, A-543, and A-568 Transaxle
transaxle (Fig. 2).
Identification
Certain transaxle assemblies utilize high- The last eight digits of the Vehicle Identification
strength Steel in various gears to provide adequate Number (V.I.N.) are stamped on a raised boss on top
life in heavy-duty applications. Therefore, it is im- of the clutch housing area.
perative that the correct transaxle assembly
number is utilized when ordering service parts. GEARSHIFT LINKAGE ADJUSTMENT (CABLE
Also, be sure to reinstall this tag whenever it is OPERATED)
Before replacing the gearshift selector cable or
removed, so the information is available for future
crossover cable for a hard-shifting complaint, dis-
service.
connect both cables at the transaxle (Fig. 3). Then,
from the driver’s seat, manually operate the gear-
Fig. 3 Gearshift Mechanism

Ä TRANSAXLE 21 - 3
shift lever through all gear ranges. If the gearshift

lever moves smoothly, the cable(s) should NOT be re-
placed. If the gear lever binds replace the cable that
is causing the binding condition.
(1) Working over the left front fender, remove the
lock pin from the transaxle gearshift (selector shaft)
housing (Fig. 4).
Fig. 6 Install Gearshift Knob
Fig. 4 Manual Transaxle Pinned in the Neutral

Position to Adjust Gearshift
(2) Reverse the lock pin (so long end is down) and
insert lock pin into same threaded hole. A hole in the
selector shaft will align with the lock pin, allowing Fig. 7 Remove or Install Boot
the lock pin to be screwed into the housing. This op- (5) Remove or install selector and crossover cables
eration locks the selector shaft in the 3-4 neutral po- (Fig. 8 or 9).
sition.
(3) Remove or install gearshift knob (Fig. 5 or 6).
Fig. 8 Remove Cables

Cable attachment clips must be installed from
Fig. 5 Remove Gearshift Knob
the side. Install cable fittings to shifter pins by
(4) Remove or install boot (Fig. 7) or console. pushing with thumb.
21 - 4 TRANSAXLE Ä
• Roller detents
• Speedometer pinion
• All external covers
Observe following procedure:
(1) Disconnect negative cable from battery.
(2) Remove both shift cables from shift cover levers.
(3) Remove left front wheel and tire assembly and
left splash shield.
(4) Place drain pan under transaxle and remove
transaxle rear end cover.
(5) Push out the fifth fork roll pin and slide the fifth
fork and synchronizer sleeve off the rail/hub.
(6) Remove the fifth hub snap ring, hub assembly
and speed gear.
(7) Remove fifth gear nut and fifth input gear.
Fig. 9 Install Cables (8) Remove the bearing retainer plate, interlock
plate and shuttles.
CAUTION: Be sure crossover bellcrank does NOT
move when tightening adjusting screw (Fig. 10). CAUTION: Before removing the gearshift housing
assembly, reverse the lock pin (so the long end is
down) and insert lock pin into the same threaded
CAUTION: Proper torque to the crossover cable ad-
hole. This procedure will save time when the gear
justing screw is very important (Fig. 10).
shift housing assembly is reinstalled.
(9) Remove selector shaft housing bolts (note the two

pilot bolts) and remove housing.
(10) Remove roller detents and springs, noting that
the rollers align with the shift rails.
(11) Push out the 1-2 and 3-4 lug roll pins, remove
the reverse pivot lever and fifth rail C-Clip. If a roll
pin or C-Clip falls, be sure to remove it from the
bottom of the case.
(12) Pull out the fifth shift rail and remove the fifth
shift lug and interlock pin.If the pin falls, be sure to
remove it from the bottom of the case.
(13) Remove the intermediate shaft ball bearing
snap ring and the bearing support plate.
(14) Remove reverse shift rail and lug assembly.
(15) Remove the reverse idler shaft and gear assem-
Fig. 10 Adjusting Crossover Cable
bly.
(6) Remove lock pin from gearshift housing and re- (16) Rotate the 1-2 shift lug and rail, and 3-4 shift
install lock pin (so long end is up) in gear shift hous- lug towards the front of the vehicle.
ing. Tighten lock pin to 8 NIm (70 in. lbs.). (17) Firmly grasp both the input and intermediate
(7) Check for shift into first and reverse. shaft assemblies and pull them out of the transmission
(8) Gearshift mechanism and cables are now func- with the 1-2 and 3-4 shift rails, lugs and forks.
tioning properly.
The differential assembly can only be serviced
by removing the complete transaxle from the
IN-CAR TRANSAXLE DISASSEMBLE/ASSEMBLE
The following items can be serviced without remov- vehicle because bearing preload must be reset.
ing the transaxle from the vehicle: The components listed in the first paragraph can now
• Gear shift housing be serviced. Refer to the appropriate subassembly
• Synchronizers recondition section.
• Intermediate shaft speed gears To reassemble the transaxle in the vehicle, reverse
• Input shaft the above procedure using the proper sealants. Fill the
• Reverse idler gear and shaft transaxle with SAE 5W-30 engine oil to the bottom of
• Shift forks and pads the fill hole in the end cover.
• Shift rails
Ä TRANSAXLE 21 - 5
TRANSAXLE REMOVAL AND INSTALLATION

Transaxle removal does not require engine re-
moval.
After installing transaxle, fill transaxle to bottom of
fill plug hole with SAE 5W-30 engine oil before lower-
ing vehicle to floor.
(1) Disconnect or connect negative battery cable.
(2) Install a lifting eye on battery ground strap bolt
on left side of engine. Then install the engine support
fixture as shown in Figure 1.
Fig. 2 Left Engine Mount Bolt Location

When removing or installing the transaxle, it
may be helpful to use locating pins in place of the
top transaxle to engine bolts (Fig. 3).
Fig. 1 Engine Support Fixture

(3) Disconnect or connect gearshift cables at tran-
saxle. Disconnect speedometer. Disconnect or connect
gearshift cables bracket at transaxle.
(4) Remove or install both front wheel and tire
assemblies.
(5) Remove or install left front splash shield.
(6) Remove or install engine left mount from tran-
saxle.
CAUTION:Left engine mounting bolts used in posi-

tion number 1 and number 3 are the same length. The Fig. 3 Remove or Install Bolts
bolt in the number 2 position is longer. If bolt number Make the locating pins from two stock (transaxle
2 is used in position number 3 it can damage the case to engine block) bolts as follows: Using a hacksaw,
selector shaft housing when the bolt is seated (Fig. remove bolt heads, cut slot in end of bolts for a screw
2). driver, and remove burrs with a grinding wheel.
Install the locating pins into the engine block and
(7) Remove or install anti-rotational link (or anti- proceed with transaxle installation. After transaxle is
hop damper) from crossmember bracket. Do not re- in place, install bolts and remove locating pins before
move bracket from transaxle. removing transmission jack.
(8) Refer to Group 2 Suspension, to remove or
install both drive shafts.
21 - 6 TRANSAXLE Ä
OUT OF CAR TRANSAXLE—DISASSEMBLE AND

ASSEMBLE
DIFFERENTIAL
Fig. 4 Remove Differential Cover
Fig. 1 Remove or Install 2 Extension Outer Bolts
Fig. 5 Differential Cover Removed
Fig. 2 Remove or Install 3 Differential Bearing

Retainer Outer Bolts
Fig. 6 Remove or Install 2 Extension Bolts
Fig. 3 Remove or Install Differential Cover Bolts

Ä TRANSAXLE 21 - 7
Fig. 7 Remove or Install Extension Fig. 10 Differential Assembly Removed

GEAR SET
Fig. 8 Remove or Install 3 Differential Bearing

Retainer Bolts Fig. 1 Rear End Cover Bolts
Fig. 9 Remove or Install Differential Bearing Fig. 2 Rear End Cover Removed
Retainer
CAUTION: Tool 6252 must be used to remove or in-
stall this nut. Always install a NEW nut and tighten
to 258 NIm (190 ft. lbs.).
21 - 8 TRANSAXLE Ä
Fig. 3 Remove 5th Fork Roll Pin Fig. 6 Snap Ring
Fig. 4 Install 5th Fork Roll Pin Fig. 7 Remove 5th Synchronizer Hub
Fig. 5 5th Fork and Sleeve Fig. 8 Install 5th Synchronizer Hub
Ä TRANSAXLE 21 - 9
Fig. 9 Remove or Install 5th Gear Nut Fig. 12 Interlock Shuttles
Fig. 10 Bearing Retainer Plate Bolts Fig. 13 Interlock Plate
Fig. 11 Bearing Retainer Plate

21 - 10 TRANSAXLE Ä
Fig. 14 A-523/A-543/A-568 Shift Forks and Shift Rail Components

CAUTION: Before removing the gearshift housing,
reverse the lock pin (so the long end is down) and
insert lock pin into the same threaded hole. This
procedure will save time when the gearshift hous-
ing assembly is reinstalled.
Fig. 16 Gearshift Housing Removed
Fig. 15 Gearshift Housing Bolts

Ä TRANSAXLE 21 - 11
To install gearshift housing, be sure to reverse

the lock pin in the housing to lock the selector
shaft in the 3-4 neutral position.
Fig. 19 Install 1-2 Shift Lug Roll Pin
Fig. 17 Remove Roller Detents

CAUTION: Install roller detents so roller and slots are
parallel with shift rails.
Fig. 20 Remove 1-2 Shift Fork Roll Pin
Fig. 18 Remove 1-2 shift Lug Roll Pin

Remove or install 3-4 lug roll pin, 3-4 fork roll pin,
and reverse lug roll pin using the above procedure.
CAUTION: If any roll pin falls out, retrieve roll pin from
bottom of case.
Fig. 21 Reverse Pivot Lever

Fig. 22 5th Shift Rail C-Clip Fig. 25 5th Shift Lug Properly Installed
Fig. 23 5th Shift Rail and Shift Lug Fig. 26 Reverse Shift Rail and Shift Lug
Fig. 24 5th Shift Lug with Interlock Pin Fig. 27 3-4 Shift Rail and Shift Lug
CAUTION: Pry only at slot as shown (Fig. 30).
Fig. 28 1-2 Shift Rail and Shift Lug
Fig. 31 Bearing Support Plate
Fig. 29 Remove or Install Large Snap Ring
Fig. 32 Remove or Install Reverse Idler Gear
Fig. 30 Pry Bearing Retainer Plate to Remove
Fig. 33 Reverse Idler Gear Assembly

Fig. 34 Remove or Install Gear Set Fig. 2 Remove or Install Clutch Release Shaft
Fig. 35 Gear Set Fig. 3 Clutch Release Shaft Components

CLUTCH RELEASE BEARING INPUT SHAFT OIL SEAL
Fig. 4 Remove or Install Input Shaft Seal Retainer

Fig. 1 Remove Retaining E-Clip
Fig. 5 Input Shaft Seal Retainer Fig. 8 Reverse Shift Lever Components
SUBASSEMBLY-RECONDITION
TRANSAXLE CASE
Fig. 6 Install New Input Shaft Seal

REVERSE SHIFT LEVER
Fig. 1 Remove Input Shaft Front Bearing Cup
Fig. 7 Remove or Install Reverse Shift Lever E-Clip
Fig. 2 Install Input Shaft Front Bearing Cup

Fig. 3 Remove or Install Bearing Retaining Strap Fig. 6 Install Intermediate Shaft Front Bearing
INTERMEDIATE SHAFT ASSEMBLY
Intermediate shaft ball bearing seal color:
A-525/A-523/A-543 Black, A-568 Blue.
Fig. 4 Remove Intermediate Shaft Front Bearing

Use Tool C-4660-2A Screw. The screw has a larger
hole in the lower end to fit over the larger oil feeder
nipple (Fig. 5). Fig. 1 Intermediate Shaft Bearing Snap Ring
Fig. 5 Oil Feeder Fig. 2 Remove Intermediate Shaft Rear Bearing

Fig. 3 Install Intermediate Shaft Rear Bearing

Fig. 6 Install 3-4 Synchronizer Hub and 3rd Speed
When assembling intermediate shaft, make Gear
sure all speed gears turn freely.
1-2 SYNCHRONIZER (DUAL-CONE)
Fig. 4 3-4 Synchronizer Hub Snap Ring Fig. 1 2nd Speed Gear
Fig. 5 Remove 3-4 Synchronizer Hub and 3rd Speed

Fig. 2 1-2 Synchronizer Hub Snap Ring
Gear
Fig. 3 1st Speed Gear and 1-2 Synchronizer Fig. 4 Split Thrust Washer
Assembly
Fig. 5 Intermediate Shaft Assembly

SYNCHRONIZERS
Fig. 1 1-2 and 3-4 Synchronizer Sleeves and Hubs
Fig. 2 5th Speed Synchronizer

Fig. 3 Synchronizer Identification

CAUTION: 1-2 synchronizer assembly components
must NOT be interchanged with any other synchro-
nizer assembly, or with previous model years tran-
saxles; they will NOT function correctly.
Fig. 4 Synchronizers
Fig. 1 Gearshift Housing Disassembled
Fig. 2 Remove or Install Roll Pin and Lever Fig. 3 Dust Boot
GEARSHIFT HOUSING
Roll pin must be flush with top of lever.
Fig. 4 Remove Oil Seal Fig. 7 Crossover Shaft Roll Pin
Fig. 5 Install Oil Seal Fig. 8 5-R Blocker Attaching Bolts

The C-Clip groves in the selector shaft will Proper torque to the 5-R blocker attaching
damage the oil seal. Install oil seal after selector bolts is very important (Fig. 8).
shaft is installed. Always use a new oil seal when
selector shaft is removed.
Fig. 9 5-R Blocker Assembly
Fig. 6 Remove Vent Cap

Fig. 10 Crossover Shaft

Fig. 13 Selector Assembly Roll Pin
Fig. 11 Selector Shaft C-Clip Fig. 14 Remove or Install Selector Shaft
Fig. 15 Disassembled View

Fig. 12 Selector Shaft C-Clip
For Disassembly: Drive roll pin out far enough
to clear the selector shaft, but not through. The
pin must remain in the selector so not to break
the housing.
DIFFERENTIAL BEARING RETAINER
Fig. 4 Differential Bearing Retainer

Fig. 1 Remove Differential Bearing Retainer Seal
Fig. 5 Install Oil Baffle

Fig. 2 Install Differential Bearing Retainer Seal
Fig. 6 Insert (Select) Shim and Differential Bearing

Fig. 3 Remove Differential Bearing Retainer Cup Retainer Cup
EXTENSION HOUSING
Fig. 4 Extension
Fig. 1 Remove Extension Seal
Fig. 5 Install Extension Oil Baffle
Fig. 2 Install New Seal into Extension
Fig. 6 Install Extension Bearing Cup
Fig. 3 Remove Extension Bearing Cup

INPUT SHAFT
Shim thickness need only be determined if any of
the following parts are replaced:
• Transaxle case
• Input shaft seal retainer
• Bearing retainer plate
• Rear end cover
• Input shaft
• Input shaft bearings
Refer to Bearing Adjustment Procedure in rear
of this section to determine proper shim thickness for
correct bearing end play and proper turning torque.
Fig. 3 Remove Input Shaft Front Bearing Cone
Fig. 1 Remove Input Shaft Rear Bearing Cone
Fig. 4 Install Input Shaft Front Bearing Cone
Fig. 2 Install Input Shaft Rear Bearing Cone
Fig. 5 Remove Input Shaft Rear Bearing Cup

CAUTION: Bolt on bearing support plate before in-

stalling input shaft rear bearing cup.
Fig. 2 Install Differential Bearing Cone

Fig. 6 Install Input Shaft Rear Bearing Cup
A-523, A-543 DIFFERENTIAL
• Transaxle case
• Differential bearing retainer
• Extension housing
• Differential case
• Differential bearings
CAUTION: Differential covers are not interchange-

able from case to case.

correct bearing preload and proper bearing turning Fig. 3 Remove Differential Bearing Cone
torque.

Fig. 1 Remove Differential Bearing Cone
Fig. 5 Remove or Install Ring Gear Bolts and Ring Fig. 8 Remove or Install Pinion Gears, Side Gears,
Gear and Thrust Washers by Rotating Side Gears to
CAUTION: Always install new ring gear bolts. Bolts Opening in Case
must be properly torqued (See Tightening Refer-
ence).
Fig. 9 Differential Gears

After assembling the differential side gears, pinion
Fig. 6 Remove Pinion Shaft Roll Pin gears and pinion gears with the pinion gear washers,
but without the side gear thrust washers. Rotate the
assembly two full revolutions both clockwise and
counterclockwise.
Set up dial indicator as shown and record end play.
Rotate side gear 90 degrees and record another end
play. Again, rotate side gear 90 degrees and record a
final end play.
Using the smallest end play recorded, shim that
side gear to within .001 to .013 inch. The other side
gear should be checked using the same procedure.
Fig. 7 Remove or Install Pinion Shaft

Fig. 10 Checking Side Gear End Play Fig. 1 Remove Differential Bearing Cone
CAUTION: Side gear end play must be within .001 to
.013 inch. Four select thrust washers are available:
.032, .037, .042, and .047 inch.
Fig. 11 Checking Side Gear End Play

A-568 DIFFERENTIAL
Shim thickness need only be determined if any of the
following parts are replaced:
• Transaxle case
• Differential case
• Differential bearings
Refer to Bearing Adjustment Procedure in rear of
this section to determine proper shim thickness for
correct bearing preload and proper bearing turning
torque.

Fig. 4 Install Differential Bearing Cone Fig. 7 Remove 3 Roll Pins
Fig. 5 Remove or Install Ring Gear Bolts Fig. 8 Install 3 Roll Pins
CAUTION: Always install new ring gear bolts. Bolts
must be properly torqued (See Tightening Refer-
ence).
Fig. 9 Ring Gear and Side Gear Removed
Fig. 6 Remove Ring Gear

CAUTION: See Figure 14 to determine side gear

thrust washer thickness. Side gear end play must be
within.001 to .013 inch.
Four select thrust washes are available: .032, .037,
.042, and .047 inch.

record another end play. Again, rotate side gear 90
degrees and record a final end play.
Using the smallest end play recorded, shim that side
gear to within .001 to .013 inch.
Fig. 10 Remove or Install Pinion Shafts
Fig. 13 Determine Proper Side Gear Thrust Washer

Fig. 11 Remove or Install 4 Pinion Gears and 2 Side Thickness
Gears
CAUTION: After reassembly of the differential assem-
Side gear thrust washers are available in 4 bly, insert the inner joint housing spline from a drive
select thicknesses: .032, .037, .042, and .047 inch. shaft into the side gear. By hand, turn the side gear
Measure the depth from the differential case to the with the joint housing spline. If the side gear will NOT
machined surface in 3 places, as shown in Figure 13. turn, or it feels very tight, remove the ring gear and
Then measure the height of raised step on the ring install a thinner side gear thrust washer.
gear. The difference, minus the proper side gear end
play (.001 to .013 inch) is the proper thrust washer Side gear thrust washers are available in four
thickness. select thicknesses: .032, .037, .042, and .047 inch.
For the other side gear: After assembling the differ-
ential side gears, pinion gears, and pinion gears with BEARING ADJUSTMENT PROCEDURE
the pinion gear washers but without the side gear
GENERAL RULES ON SERVICING BEARINGS
thrust washers. Rotate the assembly two full revolu-
(1) Take extreme care when removing and installing
tions both clockwise and counterclockwise.
bearing cups and cones. Use only an arbor press for
Set up dial indicator as shown in Figure 14 and
installation, as a hammer may not properly align the
record end play. Rotate side gear 90 degrees and
bearing cup or cone. Burrs or nicks on the bear-
seal retainer and select a shim 0.254mm (.010

inch) thinner than original for the gauging shim.
(3) Install gauging shim on bearing cup and install
input shaft seal retainer.
CAUTION: The input shaft seal retainer is used to

draw the input shaft front bearing cup the proper
distance into the case bore during this step. Alter-
nately tighten input shaft seal retainer bolts until
input shaft seal retainer is bottomed against case.
Tighten bolts to 28 NIm (21 ft. lbs.).
(4) Oil input shaft bearings with SAE 5W-30 engine

oil and install input shaft in case. Install bearing
retainer plate with input shaft rear bearing cup
pressed in and bearing support plate installed. Tighten
Fig. 14 Checking Side Gear End Play all bolts and nuts to 28 NIm (21 ft. lbs.).
(5) Position dial indicator to check input shaft end
ing seat will give a false end play reading while
play. Apply moderate load, by hand, to input shaft
gauging for proper shims. Improperly seated bearing
splines (Fig. 1). Push toward rear while rotating input
cups and cones are subject to low mileage failure.
shaft back and forth a number of times to settle out
(2) Bearing cups and cones should be replaced if they
bearings. Zero dial indicator. Pull input shaft toward
show signs of pitting or heat distress. If distress is seen
the front while rotating input shaft back and forth a
on either the cup or bearing rollers, both cup and cone
number of times to settle out bearings. Record end play.
must be replaced.
(3) Bearing preload and drag torque specifications
must be maintained to avoid premature bearing
failures. Used (original) bearing may lose up to 50% of
the original drag torque after break in. All bearing
adjustments must be made with no other compo-
nent interference or gear intermesh.
(4) Replace bearings as a pair. For example, if one
differential bearing is defective, replace both differen-
tial bearings. If one input shaft bearing is defective,
replace both input shaft bearings.
(5) Bearing cones must not be reused if removed.
(6) Turning torque readings should be obtained
while smoothly rotating in either direction (break-
away reading is not indicative of the true turning
torque).
(7) Replace oil baffle, if damaged.
Fig. 1 Checking Input Shaft Bearing End Play to De-
INPUT SHAFT BEARING END PLAY ADJUST- termine Shim Thickness
MENT
(6) The shim required for proper bearing end play is
(1) Using Tool C-4656 with Handle C-4171, press
the total of the gauging shim thickness, plus end play,
input shaft front bearing cup slightly forward in case.
minus (constant) end play of 0.051mm (.002 inch).
Then, using Tool C-4655 with Handle C-4171, press
bearing cup back into case from the front. Properly Combine shims, if necessary, to obtain a shim within
position bearing cup, before checking input shaft end .04mm (.0016 inch) of the required shim (see Shim
play (see input shaft front bearing cup replace in Chart for proper shim).
Subassembly Recondition section). This step is (7) Remove input shaft seal retainer and gauging
not necessary if Tool C-4655 was previously used shim. Install shim(s) selected in step (6). Then reinstall
to install input shaft front bearing cup in the input shaft seal retainer with a 1/16 inch bead of
case. Also no input shaft shim has been installed MOPARt Gasket Maker, Loctite, or equivalent for a
since pressing cup into case. gasket. Record end play. Observe the CAUTION in
(2) Select a gauging shim which will give 0.025 to step (3). Tighten input shaft seal retainer bolts to 28
0.254mm (.001 to .010 inch) end play. SUGGESTION: NIm (21 ft. lbs.).
Measure original shim from input shaft
(8) Verify that a preload condition does not exist. INPUT SHAFT SHIM CHART
Use Special Tool L-4508 and an inch-pound torque
wrench to check input shaft turning torque (Fig. 2).
The turning torque should be less than 5 in. lbs.
CAUTION: Step (1) MUST be repeated every time a

thinner shim is installed. This will assure that the
input shaft bearing cup is pressed the proper dis-
tance into the case. If the turning torque is too high,
install a .04mm (.0016 inch) thinner shim.
Fig. 2 Checking Input Shaft Bearing Turning Torque

(9) Recheck input shaft turning torque. Repeat step
(8) until the proper bearing turning torque is obtained.
Observe CAUTION in step (8). Roll differential assembly back and forth a number of
times. This will settle the bearings. Zero dial indicator.
DIFFERENTIAL BEARING PRELOAD ADJUSTMENT To obtain end play readings, apply a medium load in
(1) Remove bearing cup and existing shim from the upward direction while rolling differential assem-
differential bearing retainer. (See Differential Bearing bly back and forth (Fig. 3). Record end play.
Retainer in Subassembly Recondition section).
(2) Select a gauging shim which will give 0.025 to
0.254mm (.001 to .010 inch) end play. SUGGESTION:
Measure original shim from differential bearing
retainer and select a shim 0.381mm (.015 inch-
)thinner than original for the gauging shim. In-
stall gauging shim in differential bearing retainer and
press in bearing cup. Installation of oil baffle is not
necessary when checking differential assembly
end play.
(3) Oil differential bearings with SAE 5W-30 engine
oil and install differential assembly in transaxle case.
Check extension housing O-ring for damage (replace if
necessary). Add a 1/16 inch bead of MOPARt Gasket
Maker, Loctite 518, or equivalent to extension flange.
Install extension housing and differential bearing re-
tainer. Torque bolts (see Tightening Reference). Fig. 3 Checking Differential Bearing End Play to De-
(4) Position transaxle with bell housing facing down termine Shim Thickness
on workbench with C-clamps. Position dial indicator.
(6) The shim required for proper bearing preload is
(5) Apply a medium load to differential with Tool
total of gauging shim thickness, plus end play,
C-4995 and a T-Handle, in the downward direction.
plus (constant) preload of 0.254mm (.010 in.). DIFFERENTIAL BEARING SHIM CHART
Combine shims, if necessary, to obtain a shim within
.05mm (.002 inch) of the required shim (see Shim
Chart for proper shims).
(7) Remove differential bearing retainer. Remove
bearing cup and gauging shim. Properly install oil
baffle. Be sure oil baffle is not damaged. Install
shim(s) selected in step (6). Then press in the bearing
cup into differential bearing retainer.
(8) Using a 1/16 inch bead of MOPARt Gasket
Maker, Loctite 518, or equivalent for gasket, install
differential bearing retainer. Torque all bolts (See
Tightening Reference).
(9) Using Special Tool C-4995 and an inch-pound
torque wrench, check turning torque of the differential
assembly in clockwise and counterclockwise directions
(Fig. 4). The turning torque should be 9 to 14 in.
lbs. for new bearings or a minimum of 6 in. lbs.
for used bearings. If the turning torque is too
high, install a .05mm (.002 inch) thinner shim. If
the turning torque is too low, install a .05mm
(.002 inch) thicker shim.
(10) Recheck turning torque. Repeat Step (9) until
the proper turning torque is obtained.
Fig. 4 Checking Differential Bearing Turning Torque

THREE SPEED TORQUEFLITE AUTOMATIC TRANSAXLE
INDEX
page page
Accumulator-Recondition . . . . . . . . . . . . . . . . . . . 67 Low/Reverse Servo-Recondition . . . . . . . . . . . . . . 66
Aluminum Thread Repair . . . . . . . . . . . . . . . . . . . 48 Oil Cooler Flow Check . . . . . . . . . . . . . . . . . . . . 48
Assembly Subassembly Installation . . . . . . . . . . . 57 Oil Coolers and Tubes Reverse Flushing .... . . 48
Band Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . 47 Oil Pump-Recondition . . . . . . . . . . . . . . . . . . . . . 62
Bearing Adjustment Procedures . . . . . . . . . . . . . . 81 Output Shaft Repair .................... . . 71
Clutch and Servo Air Pressure Tests . . . . . . . . . . 43 Park/Neutral Position and Back-Up Lamp Switch . 47
Differential Repair . . . . . . . . . . . . . . . . . . . . . . . . 76 Parking Pawl . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Disassembly Subassembly Removal . . . . . . . . . . 50 Pump Oil Seal-Replacement . . . . . . . . . . . . . . . . 61
Fluid and Filter Change . . . . . . . . . . . . . . . . . . . . 40 Rear Clutch-Recondition . . . . . . . . . . . . . . . . . . . 64
Fluid Drain and Refill .................. . . . 40
Fluid Leakage-Transaxle Torque Converter Road Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Housing Area . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Selection of Lubricant . . . . . . . . . . . . . . . . . . . . . 40
Fluid Level and Condition . . . . . . . . . . . . . . . . . . 40 Special Additives . . . . . . . . . . . . . . . . . . . . . . . . . 40
Front Clutch-Recondition . . . . . . . . . . . . . . . . . . . 62 Three Speed Torqueflite General Diagnosis . . . . . 36
Front Planetary & Annulus Gear-Recondition . . . . 65 Throttle Pressure Linkage Adjustment . . . . . . . . . 46
Gearshift Linkage Adjustment . . . . . . . . . . . . . . . 46 Torque Converter Clutch Solenoid Wiring
General Information . . . . . . . . . . . . . . . . . . . . . . . 35 Connector .......................... . . 40
Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 Transaxle and Torque Converter Removal . . . . . . 48
Hydraulic Control Pressure Adjustments .... . . . 47 Transfer Shaft Repair . . . . . . . . . . . . . . . . . . . . . 68
Hydraulic Pressure Tests . . . . . . . . . . . . . . . . . . . 42 Valve Body-Recondition . . . . . . . . . . . . . . . . . . . . 57
Kickdown Servo (Controlled Load)-Recondition . . 67 Vehicle Speed Sensor Pinion Gear . . . . . . . . . . . 47
GENERAL INFORMATION changer. The torque converter assembly is a sealed

Safety goggles should be worn at all times unit that cannot be disassembled.
when working on these transaxles. The transaxle fluid is filtered by an internal filter
This transaxle combines a fully automatic 3 speed attached to the lower side of the valve body assem-
transmission, final drive gearing, and differential into bly.
a front wheel drive system. The unit is a Metric Engine torque is transmitted to the torque con-
design. The identification markings and usage of the verter then, through the input shaft to multiple-disc
transaxle are charted in Diagnosis and Tests. clutches in the transaxle. The power flow depends on
Transaxle operation requirements are differ- the application of the clutches and bands. Refer to
ent for each vehicle and engine combination and Elements in Use Chart in Diagnosis and Tests sec-
some internal parts will be different to provide tion. The transaxle consists of two multiple-disc
for this. Therefore, when replacing parts, refer to
clutches, an overrunning clutch, two servos, a hy-
the seven digit part number stamped on rear of
draulic accumulator, two bands, and two planetary
the transaxle oil pan flange.
gear sets. They provide three forward ratios and a re-
Within this transaxle, there are 3 primary areas:
verse ratio. The common sun gear of the planetary
(1) Main center line plus valve body.
(2) Transfer shaft center line (includes governor and gear sets is connected to the front clutch by a driving
parking sprag). shell. The drive shell is splined to the sun gear and
(3) Differential center line. Center distances be- to the front clutch retainer. The hydraulic system
tween the main rotating parts in these 3 areas are held consists of an oil pump, and a single valve body
precise. This maintains a low noise level through which contains all of the valves except the governor
smooth accurate mesh of the gears. valves. The transaxle sump and differential sump are
The torque converter, transaxle area, and differential both vented through the dipstick. Output torque
are housed in an integral aluminum die casting. The from the main center line is delivered through heli-
differential oil sump is common with the transaxle cal gears to the transfer shaft. This gear set is a
sump. Separate filling of the differential is NOT nec- factor of the final drive (axle) ratio. The shaft also
essary. carries the governor and parking sprag. An integral
The torque converter is attached to the crankshaft helical gear on the transfer shaft drives the differen-
through a flexible driving plate. Cooling of the con- tial ring gear. The final drive gearing is completed
verter is accomplished by circulating the transaxle with one of three gear sets producing overall top gear
fluid through an oil-to-water type cooler located in the ratios of 2.78, 3.02, or 3.22 depending on model and
radiator side tank and/or an oil-to air heat ex- application.
TORQUE CONVERTER CLUTCH makes a lift-foot upshift from second to third. The
The torque converter clutch is standard on all ve- second function of the shuttle valve is to regulate the
hicles. It is activated only in direct drive and is con- application of the kickdown servo and band when
trolled by the engine electronics. A solenoid on the making third to second kickdown.
valve body, is powered by the powertrain control mod- The by-pass valve provides for smooth application of
ule to activate torque converter clutch. the kickdown band on 1-2 upshifts.
The torque converter clutch solenoid allows for the
HYDRAULIC CONTROL SYSTEM
electronic control of the clutch inside the torque con-
The hydraulic control circuits show the position of
verter. It also disengages the torque converter at closed
the various valves. They indicate those under hydrau-
throttle, during engine warm-up, and during part-
lic pressure for all operations of the transaxle.
throttle acceleration.
The hydraulic control system makes the transaxle
fully automatic, and has four important functions to The switch valve directs oil to apply the torque
perform. In a general way, the components of any converter clutch in one position and releases the torque
automatic control system may be grouped into the converter clutch in the other position.
following basic groups:
The pressure supply system, the pressure regulating
CLUTCH, BAND SERVO, AND ACCUMULATOR
valves, the flow control valves, the clutches, and band The front and rear clutch pistons, and both servo
servos. pistons are moved hydraulically to engage the clutches
Taking each of these basic groups or systems in turn, and apply the bands. The pistons are released by
the control system may be described as follows: spring tension when hydraulic pressure is released. On
the 2-3 upshift, the kickdown servo piston is released
PRESSURE SUPPLY SYSTEM by spring tension and hydraulic pressure.
The pressure supply system consists of an oil pump The accumulator controls the hydraulic pressure on
driven by the engine through the torque converter. The the apply side of the kickdown servo during the 1-2
single pump furnishes pressure for all the hydraulic upshift; thereby, cushioning the kickdown band appli-
and lubrication requirements. Oil pump housing cation at any throttle position.
assemblies are available with preselected pump
gears. GEARSHIFT AND PARKING LOCK CONTROLS
The transaxle is controlled by a lever type gearshift
PRESSURE REGULATING VALVES incorporated within the console or the steering column.
The pressure regulating valve controls line pressure The control has six selector lever positions: P (park), R
dependent on throttle opening. The governor valve (reverse), N (neutral), and D (drive), 2 (second), and 1
transmits regulated pressure to the valve body (in
(first). The parking lock is applied by moving the
conjunction with vehicle speed) to control upshift and
selector lever past a gate to the P position. Do not
downshift.
apply the parking lock until the vehicle has
The throttle valve transmits regulated pressure to
stopped; otherwise, a severe banging noise will
the transaxle (dependent on throttle position) to con-
trol upshift and downshift. occur.
FLOW CONTROL VALVES THREE SPEED TORQUEFLITE GENERAL DIAGNO-

The manual valve provides the different transaxle SIS
drive ranges as selected by the vehicle operator. Automatic transaxle malfunctions may be caused by
The 1-2 shift valve automatically shifts the transaxle four general conditions:
from first to second or from second to first, depending • Poor engine performance
on the vehicle operation. • Improper adjustments
The 2-3 shift valve automatically shifts the transaxle • Hydraulic malfunctions
from second to third or from third to second depending • Mechanical malfunctions.
on the vehicle operation. Diagnosis of these problems should always begin by
The kickdown valve makes possible a forced down- checking the easily accessible variables: fluid level and
shift from third to second, second to first, or third to condition, gearshift cable adjustment, and throttle
first (depending on vehicle speed). This can be done by pressure cable adjustment. Then perform a road test to
depressing the accelerator pedal past the detent ‘‘feel’’ determine if the problem has been corrected or that
near wide open throttle. more diagnosis is necessary. If the problem exists after
The shuttle valve has two separate functions and the preliminary tests and corrections are completed,
performs each independently of the other. The first hydraulic pressure tests should be performed.
provides fast release of the kickdown band, and
smooth front clutch engagement, when the driver
DIAGNOSIS GUIDE—ABNORMAL NOISE

DIAGNOSIS GUIDE—VEHICLE WILL NOT MOVE
DIAGNOSIS GUIDE—FLUID LEAKS

DIAGNOSTIC CHART
FLUID LEVEL AND CONDITION ception to this policy is the use of special dyes to aid in
The transmission and differential sump have a detecting fluid leaks. The use of transmission sealers
common oil sump with a communicating opening should be avoided, since they may adversely affect
between the two. seals.
Before removing the dipstick, wipe all dirt off of the
protective disc and the dipstick handle. FLUID AND FILTER CHANGE
The torque converter will fill in both the P Park or N When the factory fill fluid is changed, only
Neutral positions. Place the selector lever in P Park to fluids of the type labeled MOPARt ATF PLUS
check fluid level. (Automatic Transmission fluid) Type 7176 should
Inspect fluid level on dipstick every six months. be used. A band adjustment and filter change
Allow the engine to idle for at least one minute should be made at the time of the oil change. The
with vehicle on level ground. This will assure magnet (on the inside of the oil pan) should also
complete oil level stabilization between differen- be cleaned with a clean, dry cloth.
tial and transmission. A properly filled transaxle If the transaxle is disassembled for any reason,
will read near the add mark when fluid temperature is the fluid and filter should be changed, and the
21 degrees Celsius (70 degrees Fahrenheit). When the band(s) adjusted.
transaxle reaches operating temperature the fluid
should be in the HOT region. FLUID DRAIN AND REFILL
Low fluid level can cause a variety of conditions (1) Raise vehicle on a hoist (See Lubrication, Group
because it allows the pump to take in air along with the 0). Place a drain container with a large opening, under
fluid. As in any hydraulic system, air bubbles make the transaxle oil pan.
fluid spongy, therefore, pressures will be low and build (2) Loosen pan bolts and tap the pan at one corner to
up slowly. break it loose allowing fluid to drain, then remove the
Improper filling can also raise the fluid level too oil pan.
high. When the transaxle has too much fluid, the gears (3) Install a new filter and gasket on bottom of the
churn up foam and cause the same conditions which valve body and tighten retaining screws to 5 NIm (40
occur with a low fluid level. in. lbs.).
In either case, the air bubbles can cause overheating, (4) Clean the oil pan and magnet. Reinstall pan
fluid oxidation, and varnishing, which can interfere using new MOPARt Adhesive sealant. Tighten oil pan
with normal valve, clutch, and servo operation. Foam- bolts to 19 NIm (165 in. lbs.).
ing can also result in fluid escaping from the transaxle (5) Pour four quarts of MOPARt ATF PLUS (Auto-
vent (dipstick handle) where it may be mistaken for a matic Transmission Fluid) Type 7176 through the
leak. dipstick opening.
Along with fluid level, it is important to check the (6) Start engine and allow to idle for at least one
condition of the fluid. When the fluid smells burned, minute. Then, with parking and service brakes ap-
and is contaminated with metal or friction material plied, move selector lever momentarily to each posi-
particles, a complete transaxle overhaul is needed. Be tion, ending in the park or neutral position.
sure to examine the fluid on the dipstick closely. If (7) Add sufficient fluid to bring level to 1/8 inch
there is any doubt about its condition, drain out a below the ADD mark.
sample for a double check. Recheck fluid level after transaxle is at normal
After the fluid has been checked, seat the dipstick operating temperature. The level should be in the HOT
fully to seal out water and dirt. region (Fig. 1).
To prevent dirt from entering transaxle, make cer-
SELECTION OF LUBRICANT tain that dipstick is full seated into the dipstick open-
It is important that the proper lubricant be used in ing.
these transmissions. MOPARt ATF PLUS (Automatic
Transmission Fluid-Type 7176) should be used to aid in TORQUE CONVERTER CLUTCH SOLENOID WIRING
assuring optimum transmission performance. Fluids of CONNECTOR
the type labeled DEXRON II Automatic Transmission If wiring connector is unplugged, the torque con-
Fluid should be used only if the recommended fluid is verter clutch will not operate (Fig. 2).
not available. It is important that the transmission
fluid be maintained at the prescribed level using the ROAD TEST
recommended fluids. Prior to performing a road test, be certain that the
fluid level and condition, and control cable adjustments
SPECIAL ADDITIVES have been checked and approved.
Chrysler Corporation does not recommend the addi- During the road test, the transaxle should be oper-
tion of any fluids to the transmission, other than the ated in each position to check for slipping and any
automatic transmission fluid listed above. An ex- variation in shifting.
Observe closely for slipping or engine speed flare-

up. Slipping or flare-up in any gear usually indicates
clutch, band, or overrunning clutch problems. If the
condition is far advanced, an overhaul will probably
be necessary to restore normal operation.
The clutch or band that is slipping can be deter-
mined by noting the transaxle operation in all selec-
tor positions. Then comparing which internal units
are applied in those positions. The Elements in Use
Chart provides a basis for road test analysis.
The rear clutch is applied in both the D first gear
and 1 first gear positions. Also the overrunning
clutch is applied in D first gear and the low/reverse
Fig. 1 Dipstick and Transaxle Vent
band is applied in 1 first gear position. If the tran-
saxle slips in D range first gear, but does not slip in
1 first gear, the overrunning clutch is slipping. Sim-
ilarly, if the transaxle slips in any two forward
gears, the rear clutch is slipping.
Using the same procedure, the rear clutch and
front clutch are applied in D third gear. If the tran-
saxle slips in third gear, either the front clutch or
the rear clutch is slipping. By selecting another gear
which does not use one of those units, the unit which
is slipping can be determined. If the transaxle also
slips in reverse, the front clutch is slipping. If the
transaxle does not slip in reverse, the rear clutch is
slipping.
Fig. 2 Torque Converter Clutch Solenoid Wiring
The process of elimination can be used to detect
Connector
any unit which slips and to confirm proper operation
If vehicle operates properly at highway speeds, but of good units. Road test analysis can usually diag-
has poor acceleration, the torque converter stator nose slipping units, but the actual cause of the mal-
overrunning clutch may be slipping. If through-gear function usually cannot be decided. Practically any
acceleration is normal, but high throttle opening is condition can be caused by leaking hydraulic circuits
required to maintain highway speeds, the torque con- or sticking valves.
verter stator clutch may have seized. Both of these
stator defects require replacement of the torque con-
verter.
ELEMENTS IN USE AT EACH POSITION OF THE SELECTOR LEVER

Unless the condition is obvious, like no drive in D TEST ONE (SELECTOR IN 1)

range first gear only. The transaxle should never be (1) Attach gauges to line and low-reverse ports
disassembled until hydraulic pressure tests have (Fig. 3).
been performed. (2) Operate engine at 1000 rpm for test.
(3) Move selector lever on transaxle all the way
HYDRAULIC PRESSURE TESTS rearward (1 position).
Pressure testing is a very important step in the di- (4) Read pressures on both gauges as throttle lever
agnostic procedure. These tests usually reveal the on transaxle is moved from full clockwise position to
cause of most transaxle problems. full counterclockwise position.
Before performing pressure tests, be certain that (5) Line pressure should read 52 to 58 psi with
fluid level and condition, and control cable adjust- throttle lever clockwise and gradually increase, as le-
ments have been checked and approved. ver is moved counterclockwise, to 80 to 88 psi.
Fluid must be at operating temperature (150 to 200 (6) Low-reverse pressure should read the same as
degrees F.). line pressure within 3 psi.
Install an engine tachometer, raise vehicle on hoist (7) This tests pump output, pressure regulation,
which allows front wheels to turn, and position ta- and condition of rear clutch and rear servo hydraulic
chometer so it can be read. circuits.
Disconnect throttle cable and shift cable from tran-
saxle levers so they can be controlled from outside TEST TWO (SELECTOR IN 2)
the vehicle. (1) Attach one gauge to line pressure port and
Attach 150 psi gauges to ports required for test be- tee another gauge into lower cooler line fitting. This
ing conducted. A 300 psi gauge (C-3293) is required will allow you to read lubrication pressure (Fig 3).
for reverse pressure test at rear servo. (2) Operate engine at 1000 rpm for test.
Test port locations are shown in (Fig. 3).
Fig. 3 Transaxle (Left Side)

(3) Move selector lever on transaxle one detent TEST RESULT INDICATIONS
forward from full rearward position. This is selector (1) If proper line pressure, minimum to maximum, is
2 position. found in any one test, the pump and pressure regulator
(4) Read pressures on both gauges as throttle lever are working properly.
on transaxle is moved from full clockwise position to (2) Low pressure in D, 1, and 2 but correct pressure
full counterclockwise position. in R indicates rear clutch circuit leakage.
(5) Line pressure should read 52 to 58 psi with (3) Low pressure in D and R but correct pressure in
throttle lever clockwise and gradually increase, as le- 1 indicates front clutch circuit leakage.
ver is moved counterclockwise, to 80 to 88 psi. (4) Low pressure in R and 1 but correct pressure in
(6) Lubrication pressure should be 10 to 25 psi 2 indicates rear servo circuit leakage.
with lever clockwise and 10 to 35 psi with lever full (5) Low line pressure in all positions indicates a
counterclockwise. defective pump, a clogged filter, or a stuck pressure
(7) This tests pump output, pressure regulation, regulator valve.
and condition of rear clutch and lubrication hydrau-
lic circuits. GOVERNOR PRESSURE
Test only if transaxle shifts at wrong vehicle speeds
TEST THREE (SELECTOR IN D) when throttle cable is correctly adjusted.
(1) Attach gauges to line and kickdown release (1) Connect a 0-150 psi pressure gauge to governor
ports (Fig. 3). pressure take-off point, located at lower right side of
(2) Operate engine at 1600 rpm for test. case, below differential cover (Fig. 3).
(3) Move selector lever on transaxle two detents (2) Operate transaxle in third gear to read pres-
forward from full rearward position. This is selector sures. The governor pressure should respond smoothly
D position. to changes in mph and should return to
(4) Read pressures on both gauges as throttle lever 0 to 3 psi when vehicle is stopped. High pressure at
on transaxle is moved from full clockwise position to standstill (above 3 psi) will prevent the transaxle from
downshifting.
full counterclockwise position.
(5) Line pressure should read 52 to 58 psi with THROTTLE PRESSURE
throttle lever clockwise and gradually increase, as le- No gauge port is provided for throttle pressure.
ver is moved counterclockwise to 80 to 88 psi. Incorrect throttle pressure should only be suspected if
(6) Kickdown release is pressurized only in direct part throttle upshift speeds are either delayed or occur
drive and should be same as line pressure within 3 too early, with a correctly adjusted throttle cable.
psi, up to kickdown point. Engine runaway on either upshifts or downshifts can
(7) This tests pump output, pressure regulation, also be an indicator of incorrect (low) throttle pressure
and condition of rear clutch, front clutch, and hy- setting, or misadjusted throttle cable.
draulic circuits. In no case should throttle pressure be adjusted until
the transaxle throttle cable adjustment has been veri-
TEST FOUR (SELECTOR IN REVERSE) fied to be correct.
(1) Attach 300 psi gauge to low-reverse port (Fig.
3). CLUTCH AND SERVO AIR PRESSURE TESTS
(2) Operate engine at 1600 rpm for test. A no drive condition might exist even with correct
(3) Move selector lever on transaxle four detents fluid pressure, because of inoperative clutches or
forward from full rearward position. This is selector bands. The inoperative units, clutches, bands, and
R position. servos can be located through a series of tests by
(4) Low-reverse pressure should read 180 to 220 substituting air pressure for fluid pressure (Fig. 4).
psi with throttle lever clockwise and gradually in- The front and rear clutches, kickdown servo, and
low-reverse servo may be tested by applying air pres-
crease, as lever is moved counterclockwise to 260 to
sure to their respective passages after
300 psi.
the valve body assembly has been removed. To make
(5) This tests pump output, pressure regulation,
air pressure tests, proceed as follows:
and condition of front clutch and rear servo hydraulic
Compressed air supply must be free of all dirt
circuits. or moisture. Use a pressure of 30 psi.
(6) Move selector lever on transaxle to D position Remove oil pan and valve body See Disassembly-
to check that low-reverse pressure drops to zero. Subassembly Removal.
(7) This tests for leakage into rear servo, due to
case porosity, which can cause reverse band burn FRONT CLUTCH
out. Apply air pressure to front clutch apply passage and
listen for a dull thud which indicates that front
Fig. 4 Air Pressure Tests

clutch is operating. Hold air pressure on for a few FLUID LEAKAGE-TRANSAXLE TORQUE
seconds and inspect system for excessive oil leaks. CONVERTER HOUSING AREA
(1) Check for Source of Leakage.
REAR CLUTCH Since fluid leakage at or around the torque con-
Apply air pressure to rear clutch apply passage verter area may originate from an engine oil leak,
and listen for a dull thud which indicates that rear the area should be examined closely. Factory fill
clutch is operating. Also inspect for excessive oil fluid is dyed red and, therefore, can be distinguished
leaks. If a dull thud cannot be heard in the clutches, from engine oil.
place finger tips on clutch housing and again apply (2) Prior to removing the transaxle, perform the
air pressure. Movement of piston can be felt as the following checks:
clutch is applied. • When leakage is determined to originate from the
transaxle, check fluid level prior to removal of the
KICKDOWN SERVO (FRONT) transaxle and torque converter.
Direct air pressure into kickdown servo ON pas-
• High oil level can result in oil leakage out the
sage. Operation of servo is indicated by a tightening
vent in the dipstick. If the fluid level is high, adjust
of front band. Spring tension on servo piston should
to proper level.
release the band.
After performing this operation, inspect for leak-
LOW AND REVERSE SERVO (REAR) age. If a leak persists, perform the following opera-
Direct air pressure into LOW-REVERSE SERVO tion on the vehicle to determine if it is the torque
APPLY passage. Operation of servo is indicated by a converter or transaxle that is leaking.
tightening of rear band. Spring tension on servo pis-
LEAKAGE TEST PROBE
ton should release the band. (1) Remove torque converter housing dust shield.
If clutches and servos operate properly, no upshift (2) Clean the inside of torque converter housing
or erratic shift conditions indicate that malfunctions (lower area) as dry as possible. A solvent spray fol-
exist in the valve body. lowed by compressed air drying is preferable.
(3) Fabricate and fasten test probe (Fig. 5) securely Hub weld is inside and not visible. Do not
to convenient dust shield bolt hole. Make certain attempt to repair. Replace torque converter.
torque converter is cleared by test probe. Tool must
be clean and dry. AIR PRESSURE TEST OF TRANSAXLE
Fabricate equipment needed for test as shown in
figures 6 and 7.
Fig. 5 Leak Locating Test Probe Tool

(4) Run engine at approximately 2,500 rpm with
transaxle in neutral, for about 2 minutes. Transaxle Fig. 6 Torque Converter Hub Seal Cup
must be at operating temperature.
(5) Stop engine and carefully remove tool.
(6) If upper surface of test probe is dry, there is no
torque converter leak. A path of fluid across probe
indicates a torque converter leak. Oil leaking under
the probe is coming from the transaxle pump area.
(7) Remove transaxle and torque converter assem-
bly from vehicle for further investigation.The fluid
should be drained from the transaxle. Reinstall oil
pan (with MOPARt Adhesive Sealant) at specified
torque.
Possible sources of transaxle torque converter area
fluid leakage are:
(1) Torque converter hub seal.
(a) Seal lip cut, check torque converter hub fin- Fig. 7 Hub Seal Cup Retaining Strap
ish.
The transaxle should be prepared for pressure test as
(b) Bushing moved and/or worn.
follows after removal of the torque converter:
(c) Oil return hole in pump housing plugged or
(1) Install a dipstick bore plug and plug oil cooler
omitted.
line fitting (lower fitting).
(d) Seal worn out (high-mileage vehicles).
(2) With rotary motion, install converter hub seal
(2) Fluid leakage at the outside diameter from
cup over input shaft. It must go through the converter
pump housing O-ring.
hub seal until the cup bottoms against the pump gear
(3) Fluid leakage at the pump to case bolts. Check
lugs. Before use, inspect hub seal cup (Fig. 6) for nicks
condition of washers on bolts and use new bolts if
or burrs that could damage seal. Secure with cup
necessary.
retainer strap (Fig. 7) using starter upper hole and
(4) Fluid leakage due to case or pump housing po-
opposite bracket hole.
rosity.
(3) Attach and clamp hose from nozzle of Tool C-4080
TORQUE CONVERTER LEAKAGE to the upper cooler line fitting position in case.
Possible sources of torque converter leakage are:
• Torque converter weld leaks at the outside diame- CAUTION: Do not, under any circumstances, pressur-
ter (peripheral) weld. ize a transaxle to more than 10 psi.
• Torque converter hub weld.
• Torque converter impeller shell cracked adjacent (4) Pressurize the transaxle using Tool C-4080 until
to hub. the pressure gauge reads 8 psi. Position transaxle
• At drive lug welds.
so that pump housing and case front may be covered (2) Loosen cable mounting bracket lock screw.
with soapy solution or water. Leaks are sometimes (3) Bracket should be positioned with both bracket
caused by porosity in the case or pump housing. alignment tabs touching the transaxle cast surface.
If a leak source is located, that part and all associ- Tighten lock screw to 12 NIm (105 in. lbs.) see Fig-
ated seals, O-rings, and gaskets should be replaced ure 8.
with new parts.
GEARSHIFT LINKAGE ADJUSTMENT

Normal operation of the Park/Neutral Position
Switch provides a quick check to confirm proper
manual linkage adjustment.
Move the selector level slowly upward until it
clicks into the ‘‘P’’ Park notch in the selector gate. If
the starter will operate the ‘‘P’’ position is correct.
After checking ‘‘P’’ position, move selector slowly
toward ‘‘N’’ Neutral position until lever drops in the
‘‘N’’ stop. If the starter will also operate at this point
the gearshift linkage is properly adjusted. If the
starter fails to operate in either position, linkage ad- Fig. 8 Throttle Pressure Cable—Typical
justment is required.
(4) Release cross-lock on the cable assembly (pull
CAUTION: When it is necessary to disassemble cross-lock upward) see Figure 7.
linkage cable from levers, which use plastic grom- (5) To insure proper adjustment, the cable must be
mets as retainers, the grommets should be replaced free to slide all the way toward the engine, against
with new grommets. Use a prying tool to force rod its stop, after the cross-lock is released.
from grommet in lever, then cut away old grommet. (6) Move transaxle throttle control lever fully
Use pliers to snap new grommet into lever and rod clockwise, against its internal stop, and press cross-
into grommet. lock downward into locked position (Fig. 7).
(7) The adjustment is complete and transaxle
(1) Set parking brake. throttle cable backlash was automatically removed.
(2) Place gearshift lever in P (PARK) position. (8) Test cable freedom of operation by moving the
(3) Loosen clamp bolt on gearshift cable bracket. transaxle throttle lever forward (counterclockwise).
(4) Column shift: Insure that preload adjustment Then slowly release it to confirm it will return fully
spring engages fork on transaxle bracket. rearward (clockwise).
(5) Pull the shift lever by hand to the front detent (9) No lubrication is required for any component of
position (PARK) and tighten lock. Tighten screw to the throttle cable system.
11 NIm (100 in. lbs.). Gearshift linkage should now
be properly adjusted. ROD ADJUSTMENT PROCEDURE (6-CYL.)
(6) Check adjustment as follows: (1) Perform transaxle throttle pressure cable ad-
(a) Detent position for neutral and drive should justment while engine is at normal operating tem-
be within limits of hand lever gate stops. perature.
(b) Key start must occur only when shift lever is
(2) Loosen adjustment swivel lock screw.
in park or neutral positions.
(3) To insure proper adjustment, swivel must be
free to slide along flat end of throttle rod so that pre-
THROTTLE PRESSURE LINKAGE ADJUSTMENT
The throttle pressure cable adjustment is very im- load spring action is not restricted. Disassemble and
portant to proper transaxle operation. This adjust- clean or repair parts to assure free action, if neces-
ment positions a valve which controls shift speed, sary.
shift quality, and part throttle downshift sensitivity. (4) Hold transaxle throttle lever firmly toward en-
If the setting is too long, early shifts and slippage be- gine, against its internal stop and tighten swivel lock
tween shifts may occur. If the setting is too short, screw to 11 NIm (100 in. lbs.)
shifts may be delayed and part throttle downshifts (5) The adjustment is finished and linkage back
may be very sensitive. lash was automatically removed by the preload
spring.
CABLE ADJUSTMENT PROCEDURE (4-CYL.) (6) If lubrication is required see Lubrication,
(1) Perform transaxle throttle pressure cable ad- Group 0.
justment while engine is at normal operating tem-
perature.
BAND ADJUSTMENT screw touches throttle lever tang, with throttle lever
cam touching tool and throttle valve bottomed. Be sure
KICKDOWN BAND (FRONT) adjustment is made with spring fully compressed and
The kickdown band adjusting screw is located on valve bottomed in the valve body.
left side (top front) of the transaxle case.
(1) Loosen locknut and back off nut approximately VEHICLE SPEED SENSOR PINION GEAR
five turns. Test adjusting screw for free turning in When the speed sensor is removed for any reason, a
the transaxle case. NEW O-ring must be installed on its outside diameter.
(2) Using wrench, Tool C-3880-A with adapter Tool
C-3705, tighten band adjusting screw to 5 NIm (47 to REMOVAL AND INSTALLATION
50 in. lbs.). If adapter C-3705 is not used, tighten ad- (1) Remove speedometer cable (if so equipped).
justing screw to 8 NIm (72 in. lbs.) which is the true (2) Remove harness connector from sensor. Make
torque. sure weatherseal stays on harness connector.
(3) Back off adjusting screw the number of turns (3) Remove bolt securing the distance sensor in the
listed in Specifications. Hold adjusting screw in this extension housing.
position and tighten locknut to 47 NIm (35 ft. lbs.) (4) Carefully pull sensor and pinion gear assembly
out of extension housing.
LOW/REVERSE BAND-REAR (5) Remove pinion gear from sensor.
To adjust low-reverse band, proceed as follows: (6) To install, reverse the above procedure. Make
(1) Loosen and back off locknut approximately 5 sure extension housing and sensor flange are clean
turns. prior to installation. Always use a NEW sensor O-ring.
(2) Using an inch-pound torque wrench, tighten (7) Tighten securing bolt to 7 NIm (60 in. lbs.).
adjusting screw to 5 NIm (41 in. lbs.) true torque. Tighten speedometer cable to 4 NIm (35 in. lbs.).
(3) Back off adjusting screw the number of turns
listed under Specifications in the rear of the Tran- PARK/NEUTRAL POSITION AND BACK-UP LAMP
saxle Section in this service manual. SWITCH
(4) Tighten locknut to 14 NIm (10 ft. lbs.).
REPLACEMENT AND TEST
HYDRAULIC CONTROL PRESSURE ADJUSTMENTS The Park/Neutral switch is the center terminal of the
3 terminal switch. It provides ground for the starter
LINE PRESSURE solenoid circuit through the selector lever in only Park
An incorrect throttle pressure setting will cause in-
and Neutral positions.
correct line pressure readings even though line pres-
(1) To test switch, remove wiring connector from
sure adjustment is correct. Always inspect and
switch and test for continuity between center pin of
correct throttle pressure adjustment before adjusting
switch and transaxle case. Continuity should exist only
the line pressure.
The approximate adjustment for line pressure is when transaxle is in Park or Neutral.
1-5/16 inches, measured from valve body to inner (2) Check gearshift cable adjustment before replac-
edge of adjusting nut. However, due to manufactur- ing a switch which tests bad.
ing tolerances, the adjustment can be varied to ob- (3) Unscrew switch from transaxle case allowing
tain specified line pressure. fluid to drain into a container. Move selector lever to
The adjusting screw may be turned with an Allen Park and then to Neutral positions. Inspect to see that
wrench. One complete turn of adjusting screw the switch operating lever fingers are centered in
changes closed throttle line pressure approximately switch opening in the case.
1-2/3 psi. Turning adjusting screw counterclockwise (4) Screw the switch with a new seal into transaxle
increases pressure, and clockwise decreases pressure. case and tighten to 33 NIm (24 ft. lbs.). Retest switch
with the test lamp.
THROTTLE PRESSURE (5) Add fluid to transaxle to bring up to proper level.
Throttle pressures cannot be tested accurately; (6) The back-up lamp switch circuit is through the
therefore, the adjustment should be measured if a two outside terminals of the 3 terminal switch.
malfunction is evident. (7) To test switch, remove wiring connector from
(1) Insert gauge pin of Tool C-3763 between the switch and test for continuity between the two outside
throttle lever cam and kickdown valve.
pins.
(2) By pushing in on tool, compress kickdown
(8) Continuity should exist only with transaxle in
valve against its spring so throttle valve is com-
Reverse position.
pletely bottomed inside the valve body.
(9) No continuity should exist from either pin to the
(3) While compressing spring, turn throttle lever
stop screw with adapter C-4553. Turn until head of case.
GOVERNOR
To service the governor assembly in the vehicle, it
is not necessary to remove the transfer gear cover,
transfer gear, and governor support. The governor
may be serviced by removing the transaxle oil pan
and valve body assembly. With the oil pan and valve
body removed, the governor may be unbolted from
the governor support and removed.
When cleaning or assembling the governor, make
sure the governor valves move freely in the bores of
the governor body.
ALUMINUM THREAD REPAIR

Damaged or worn threads in the aluminum tran-
saxle case and valve body can be repaired by the use
of Heli-Coils, or equivalent. This repair consists of
drilling out the worn-out damaged threads. Then tap- Fig. 9 Cooler Line Identification
ping the hole with a Heli-Coil tap, or equivalent, and OIL COOLER FLOW CHECK
installing a Heli-Coil insert, or equivalent, into the After the new or repaired transmission has been
hole. This brings the hole back to its original thread installed and filled to the proper level with auto-
size. matic transmission fluid. The flow should be checked
Heli-Coil, or equivalent, tools and inserts are using the following procedure:
readily available from most automotive parts suppli- (1) Disconnect the From cooler line at the trans-
ers. mission and place a collecting container under the
disconnected line.
OIL COOLERS AND TUBES REVERSE FLUSHING (2) Run the engine at curb idle speed, with the
When a transaxle failure has contaminated the shift selector in neutral.
fluid, the oil cooler(s) must be flushed. The torque (3) If the fluid flow is intermittent or it takes more
converter must be replaced with an exchange unit. than 20 seconds to collect one quart of automatic
This will insure that metal particles or sludged oil transmission fluid, the cooler should be replaced.
are not transferred back into the reconditioned (or
CAUTION: With the fluid set at the proper level,
replaced) transaxle.
fluid collection should not exceed (1) quart or inter-
CAUTION: If vehicle is equipped with two oil cool- nal damage to the transmission may occur.
ers (one in the radiator tank, one in front of the ra-
(4) If flow is found to be within acceptable limits,
diator) they must be flushed separately. Do not
reconnect the cooler line. Then fill transmission to
attempt to flush both coolers at one time. the proper level, using the approved type of auto-
matic transmission fluid.
(1) Disconnect the cooler lines at the transmission.
(2) Using a hand suction gun filled with mineral
TRANSAXLE AND TORQUE CONVERTER REMOVAL
spirits, reverse flush the cooler. Force mineral spirits Transaxle removal does NOT require engine
into the From Cooler line of the cooler (Fig. 9) and removal.
catch the exiting spirits from the To Cooler line. (1) The transaxle and torque converter must be re-
Observe for the presence of debris in the exiting moved as an assembly; otherwise, the torque con-
fluid. Continue until fluid exiting is clear and free verter drive plate, pump bushing, or oil seal may be
from debris. damaged. The drive plate will not support a load;
(3) Using compressed air in intermittent spurts, therefore, none of the weight of the transaxle should
blow any remaining mineral spirits from the cooler, be allowed to rest on the plate during removal.
again in the reverse direction. (2) Disconnect battery negative cable.
(4) To remove any remaining mineral spirits from (3) Disconnect throttle linkage and shift linkage
the cooler, one (1) quart of automatic transmission from transaxle.
fluid should be pumped through the cooler before re-
connecting.
(5) If at any stage of the cleaning process, the
cooler does not freely pass fluid, the cooler must be
replaced.
Fig. 1 Remove Upper and Lower Oil Cooler Hoses Fig. 4 Remove or Install Left Splash Shield
If equipped, unplug torque converter clutch Remove torque converter dust cover. Mark
plug, located near the dipstick. torque converter and drive plate with chalk, for
reassembly. Remove torque converter mounting
bolts.
Fig. 2 Engine Support Fixture
Fig. 5 Remove or Install Access Plug in Right

Splash Shield to Rotate Engine Crankshaft
Fig. 3 Remove Bell Housing Upper Bolts

CAUTION: Raise vehicle. Remove front wheels. Refer
to Suspension, Group 2 to remove or install wheel
hub nut and both drive shafts. Fig. 6 Remove or Install Wire to Neutral/Park Safety
Switch
Fig. 7 Remove or Install Engine Mount Bracket from

Front Crossmember Fig. 10 Remove or Install Left Engine Mount
Fig. 8 Remove or Install Front Mount Insulator Fig. 11 Remove or Install Left Engine Mount from
Through-Bolt and Bell Housing Bolts Engine
gage converter hub from end of crankshaft. Attach a
small ‘‘C’’ clamp to edge of bell housing. This will
hold torque converter in place during transaxle
removal. Lower transaxle and remove assembly from
under the vehicle.
When installing transaxle, reverse the above proce-
dure.
If torque converter was removed from transaxle be
sure to align pump inner gear pilot flats with torque
converter impeller hub flats.
Adjust gearshift and throttle cables.
Refill transaxle with MOPARt ATF PLUS (Auto-
matic Transmission Fluid) Type 7176.
DISASSEMBLY SUBASSEMBLY REMOVAL

Prior to removing any transaxle subassemblies,
Fig. 9 Positioning Transmission Jack plug all openings and thoroughly clean exterior of
Remove or install starter. Remove or install lower the unit, preferably by steam. Cleanliness through
bell housing bolts. entire disassembly and assembly cannot be overem-
Carefully work transaxle and torque converter as- phasized. When disassembling, each part should be
sembly rearward off engine block dowels and disen-
Fig. 12 Raise or Lower Transaxle Fig. 1 Transaxle Oil Pan Bolts
Fig. 13 Pry Engine for Clearance Fig. 2 Transaxle Oil Pan

washed in a suitable solvent, then dried by com-
pressed air. Do not wipe parts with shop towels. All
mating surfaces in the transaxles are accurately ma-
chined; therefore, careful handling of all parts must
be exercised to avoid nicks or burrs.
Remove all old sealant before applying new MO-
PARt Adhesive Sealant.
Use only MOPARt Adhesive Sealant when install-
ing oil pan.
Put MOPARt Adhesive Sealant on the oil pan
flange (Fig. 2) and on all oil pan bolts (underside of
bolt head).
Fig. 3 Oil Filter Screws

Fig. 4 Oil Filter Fig. 7 Valve Body Attaching Bolts
Fig. 5 Remove or Install Parking Rod E-Clip Fig. 8 Valve Body and Governor Tubes
Remove or install neutral starting and back-up required, (except when major parts are replaced). The
lamp switch. thrust washer is located between input and output
shafts.
Attach a dial indicator to transaxle bell housing
with its plunger seated against end of input shaft
(Fig. 9).
Move input shaft in and out to obtain end play
reading. End play specifications are 0.19 to 1.50 mm
(.008 to .060 inch).
Record indicator reading for reference when reas-
sembling the transaxle.
Fig. 6 Parking Rod

Measuring input shaft end play before disassembly
will usually indicate when a thrust washer change is
Fig. 9 Measure Input Shaft End Play Fig. 12 Install Tool C-3752 with Adapters L-4437
Fig. 10 Loosen Lock Nut and Tighten Kickdown Fig. 13 Oil Pump with No. 1 Thrust Washer
Band Adjusting Screw
Fig. 14 Oil Pump Gasket

Fig. 11 Pump Attaching Bolts
Fig. 15 Loosen Kickdown Band Adjusting Screw Fig. 18 No. 2 Thrust Washer and Rear Clutch
Fig. 16 Kickdown Band and Strut Fig. 19 No. 3 Thrust Washer
Fig. 17 Front Clutch Assembly Fig. 20 Front Planetary Gear Snap Ring
CAUTION: The input shaft for transaxles without a
torque converter clutch has 2 seal rings. The input
shaft for a transaxle with a torque converter clutch
has three seal rings.
Fig. 24 Sun Gear Driving Shell Components

Fig. 21 Front Planetary Gear Assembly
Fig. 25 No. 9 Thrust Washer

Fig. 22 No. 6 Thrust Washer
Fig. 26 Rear Planetary Gear Assembly

Fig. 23 Sun Gear Driving Shell
Fig. 27 No. 10 Thrust Washer Fig. 30 Loosen or Adjust Low-Reverse Band
Fig. 28 Overrunning Clutch Cam Assembly Fig. 31 Low-Reverse Band and Strut
Fig. 29 Overrunning Clutch Rollers and Springs Fig. 32 No. 11 Thrust Washer
Inspect all valve springs for distortion and col-

lapsed coils. Inspect all valves and plugs for burrs,
nicks, and scores. Small nicks and scores may be re-
moved with crocus cloth, providing extreme care is
taken not to round off sharp edges. The sharpness of
these edges is important. They prevent foreign mat-
ter from lodging between valve and valve body, thus
reducing possibility of sticking. Inspect all valves
and plugs for freedom of operation in valve body
bores.
When bores, valves, and plugs are clean and dry,
the valves and plugs should fall freely in the bores.
The valve body bores do not change dimensions with
use. Therefore, a valve body that was functioning
properly when vehicle was new, will operate cor-
rectly if it is properly and thoroughly cleaned. There
Fig. 33 Install Overrunning Clutch Rollers and is no need to replace valve body unless it is damaged
Springs in handling.
All subassemblies should be inspected and/or recon-
ditioned when transaxle recondition is performed. Re-
fer to appropriate subassembly in this section for
recondition procedure.
ASSEMBLY SUBASSEMBLY INSTALLATION

When rebuilding, reverse the above procedure.
VALVE BODY-RECONDITION
Tighten all valve body screws to 5 Newton-
meters (40 in.lbs.)
Do not clamp any portion of valve body or transfer
plate in a vise. Any slight distortion of the aluminum
body or transfer plate will result in sticking valves,
excessive leakage or both. When removing or in-
stalling valves or plugs, slide them in or out
carefully. Do not use force. Fig. 1 Detent Spring Attaching Screw and Spring
TAG ALL SPRINGS AS THEY ARE REMOVED
FOR REASSEMBLY IDENTIFICATION.
CLEANING AND INSPECTION

Allow all parts to soak a few minutes in a suitable
clean solvent. Wash thoroughly and blow dry with
compressed air. Make sure all passages are clean and
free from obstructions.
Inspect manual and throttle valve operating levers
and shafts for being bent, worn or loose. If a lever is
loose on its shaft, it should be replaced. Do not attempt
to straighten bent levers.
Inspect all mating surfaces for burrs, nicks and
scratches. Minor blemishes may be removed with cro-
cus cloth, using only a very light pressure. Using a
straightedge, inspect all mating surfaces for warpage
or distortion. Slight distortion may be corrected, using Fig. 2 Remove Valve Body Screws
a surface plate. Make sure all metering holes in steel
plate are open. Using a pen light, inspect bores in valve
body for scores, scratches, pits and irregularities.
Fig. 3 Remove or Install Valve Body Screws Fig. 6 Remove or Install Throttle Shaft E-Clip
Fig. 4 Transfer Plate and Separator Plate Fig. 7 Throttle Shaft E-Clip, Washer, and Seal
Fig. 5 Steel Ball Locations Fig. 8 Manual Valve Lever Assembly

Fig. 9 Throttle Valve Lever Assembly Fig. 11 Pressure Regulator and Adjusting Screw
Bracket
Fig. 10 Manual Valve
Fig. 12 Pressure Regulators and Manual Controls

Fig. 13 Governor Plugs
Fig. 14 Pressure Regulator Valve Plugs

Fig. 15 Shift Valves and Shuttle Valve
PUMP OIL SEAL-REPLACEMENT into housing until tool bottoms (Fig. 2).
The pump oil seal can be replaced without remov-
ing the pump and reaction shaft support assembly
from the transaxle case.
(1) Screw seal remover Tool C-3981 into seal (Fig.
1), then tighten screw portion of tool to withdraw the
seal.
Fig. 17 Install Pump Oil Seal
Fig. 16 Remove Pump Oil Seal

(2) To install a new seal, place seal in opening of
the pump housing (lip side facing inward). Using
Tool C-4193 and Handle Tool C-4, drive new seal
OIL PUMP-RECONDITION
Fig. 4 Measuring Pump Clearance (Gear to Pocket)

Fig. 1 Reaction Shaft Support Bolts FRONT CLUTCH-RECONDITION
INSPECTION
Inspect plates and discs for flatness. They must not
be warped or cone shaped.
Inspect facing material on all driving discs. Re-
place discs that are charred, glazed or heavily pitted.
Discs should also be replaced if they show evidence of
material flaking off or if facing material can be
scraped off easily. Inspect driving disc splines for
wear or other damage. Inspect steel plate surfaces for
burning, scoring, or damaged driving lugs. Replace if
necessary.
Inspect steel plate lug grooves in clutch retainer
for smooth surfaces, plates must travel freely in
grooves. Inspect band contacting surface on clutch re-
tainer for scores, the contact surface should be pro-
tected from damage during disassembly and
Fig. 2 Reaction Shaft Support handling. Note ball check in clutch retainer, make
sure ball moves freely. Inspect piston seal surfaces in
clutch retainer for nicks or deep scratches, light
scratches will not interfere with sealing of seals. In-
spect clutch retainer inner bore surface for wear from
reaction shaft support seal rings. Inspect clutch re-
tainer bushing for wear or scores.
Inspect inside bore of piston for score marks, if
light, remove with crocus cloth. Inspect seal grooves
for nicks and burrs. Inspect seals for deterioration,
wear, and hardness. Inspect piston spring, retainer
and snap ring for distortion.
Fig. 3 Inner and Outer Pump Gears

Also, check gear side clearance with a straight
edge and a feeler gauge (See Specifications).
DISASSEMBLE/ASSEMBLE
Fig. 4 Front Clutch Return Spring Snap Ring

Fig. 1 Front Clutch Waved Snap Ring
Fig. 5 Front Clutch Return Spring and Piston

Fig. 2 Thick Steel Plate and Waved Snap Ring MEASURING PLATE CLEARANCE
Fig. 3 Front Clutch—Three-Disc Shown Fig. 6 Measuring Front Clutch Plate Clearance
To reassemble, reverse the above procedure.
REAR CLUTCH-RECONDITION
INSPECTION
Inspect facing material on all driving discs. Re-
place discs that are charred, glazed or heavily pitted.
Discs should also be replaced if they show evidence of
material flaking off or if facing material can be
scraped off easily. Inspect driving disc splines for
wear or other damage. Inspect steel plate and pres-
sure plate surface for burning, scoring or damaged
driving lugs. Re place if necessary. Inspect plates and
discs for flatness, they must not be warped or cone-
shaped.
Inspect steel plate lug grooves in clutch retainer
for smooth surfaces, plates must travel freely in the
grooves. Note ball check in piston; make sure ball
moves freely. Inspect seal rings surfaces in clutch re- Fig. 2 Rear Clutch—Three-Disc Shown
tainer for nicks or deep scratches; light scratches will
not interfere with sealing of the seals. Inspect neo-
prene seal rings for deterioration, wear and hard-
ness. Inspect piston spring and waved snap ring for
distortion or breakage.
Inspect teflon and/or cast iron seal rings on input
shaft for wear. Do not remove rings unless conditions
warrant. Inspect rear clutch to front clutch No. 2
thrust washer for wear. Washer thickness should be
.061 to .063 inch, replace if necessary.
DISASSEMBLE/ASSEMBLE
Fig. 3 Piston Spring Waved Snap Ring
Fig. 1 Rear Clutch Outer Snap Ring
Fig. 4 Rear Clutch Piston and Piston Spring

MEASURING PLATE CLEARANCE
Fig. 5 Remove or Install Input Shaft Snap Ring

Fig. 7 Measuring Rear Clutch Plate Clearance
FRONT PLANETARY & ANNULUS
GEAR-RECONDITION
Fig. 6 Input Shaft Snap Ring

Press out input shaft, if required.
To reassemble, reverse the above procedure.
Fig. 1 Front Planetary Gear Snap Ring and No. 4
Thrust Washer (Always Install a New Snap Ring)
Fig. 2 Front Planetary Gear

LOW/REVERSE SERVO-RECONDITION
Fig. 3 Annulus Gear Support Front Snap Ring
Fig. 1 Low/Reverse Servo Snap Ring
Fig. 4 Front Annulus Gear Support and Snap Ring
Fig. 2 Snap Ring and Retainer
Fig. 5 Front Annulus Gear Support Snap Ring
Fig. 3 Low/Reverse Servo Return Spring

Fig. 4 Low/Reverse Servo Assembly Fig. 7 Accumulator Spring and Piston

To assemble, reverse the above procedure. KICKDOWN SERVO (CONTROLLED LOAD)-
RECONDITION
ACCUMULATOR-RECONDITION
Fig. 1 Kickdown Servo Snap Ring

Fig. 5 Accumulator Snap Ring
Fig. 2 Kickdown Servo Rod Guide and Snap Ring

Fig. 6 Accumulator Plate and Snap Ring
To assemble, reverse the above procedure.
Fig. 3 Kickdown Piston Return Spring and Piston Fig. 6 Remove or Install Rear Cover
Remove old sealant before applying new seal-
ant. Use MOPARt Adhesive Sealant when in-
stalling cover.
Fig. 4 Controlled Load Kickdown Servo

To assemble, reverse the above procedure.
TRANSFER SHAFT REPAIR Fig. 7 Remove Transfer Shaft Gear Retaining Nut
Fig. 5 Rear Cover Bolts Fig. 8 Transfer Shaft Gear Nut and Washer
Fig. 9 Remove Transfer Shaft Gear Fig. 12 Install Transfer Shaft Gear Bearing Cone
Fig. 10 Transfer Shaft Gear and (Select) Shim Fig. 13 Governor Support Retainer
Fig. 11 Using Tool L-4406-1 with Adapter L-4406-3, Fig. 14 Remove Governor Support Retainer Bearing
Remove Transfer Shaft Gear Bearing Cone Cup
Fig. 15 Install Governor Support Retainer Bearing Fig. 18 Transfer Shaft Bearing Snap Ring
Cup
Fig. 19 Remove Transfer Shaft and Bearing Retainer

Fig. 16 Low-Reverse Band Anchor Pin Assembly
Fig. 17 Governor Assembly Fig. 20 Remove or Install Transfer Shaft and

Bearing Retainer Assembly Using Tool L-4512
Remove or install both governor valves and
governor body.
Fig. 21 Transfer Shaft and Bearing Retainer
Fig. 23 Install Transfer Shaft Bearing Cone
Fig. 22 Remove Transfer Shaft Bearing Cone

To install transfer shaft, reverse the above proce-
dure.
DETERMINING SHIM THICKNESS

• Transaxle case
• Transfer shaft
• Transfer shaft gear Fig. 24 Remove Transfer Shaft Bearing Cup
• Transfer shaft bearings
• Governor support retainer
• Transfer shaft bearing retainer
• Retainer snap ring
• Governor support
correct end play.
PARKING PAWL
Fig. 28 Parking Sprag Rod Support Bolts

Fig. 25 Install Transfer Shaft Bearing Cup
Fig. 29 Support and Bolts

Fig. 26 Tighten Transfer Shaft Gear Retaining Nut to
271 NIm (200 ft. lbs.)
Fig. 30 Parking Pawl, Return Spring, and Pivot Shaft
Fig. 27 Checking Transfer Shaft End Play To install, reverse the above procedure.
OUTPUT SHAFT REPAIR

Transfer shaft should be removed for repair of
out put shaft. Planetary gear sets must be re-
moved to accurately check output shaft bearing
turning torque.
Fig. 4 Remove Output Shaft Gear Bearing Cone
Fig. 1 Remove Output Shaft Retaining Nut and

Washer
Fig. 5 Install Output Shaft Gear Bearing Cone
Fig. 2 Remove Output Shaft Gear
Fig. 6 Remove Output Shaft and Rear Annulus Gear

Assembly
Fig. 3 Output Shaft Gear and Select Shim

Fig. 7 Remove Output Shaft Fig. 10 Install Output Shaft into Rear Planetary
Annulus Gear
Fig. 8 Remove Rear Planetary Annulus Gear

Bearing Cone Fig. 11 Remove Output Shaft Gear Bearing Cup
Fig. 9 Install Rear Planetary Annulus Gear Bearing Fig. 12 Remove Rear Planetary Annulus Gear
Cone Bearing Cup
• Rear annulus and output shaft gear bearing cones

• Overrunning clutch race cups.
Refer to Bearing Adjustment Procedure at the
rear of this section, to determine proper shim thickness
for correct bearing 8preload’ and turning torque.
Check output shaft bearings turning torque, us-
ing an inch-pound torque wrench. If turning
torque is 3 to 8 inch-pounds, the proper shim has
been installed.
Fig. 13 Install Output Shaft Gear Bearing Cup
Fig. 16 Output Shaft and Select Shims in Position
Fig. 14 Install Rear Planetary Annulus Gear Bearing

Cup
Fig. 17 Start Output Shaft Gear onto Output Shaft
Fig. 15 Install Output Shaft Assembly

• Transaxle case
• Output shaft
• Rear planetary annulus gear
• Output shaft gear Fig. 18 Holding Output Shaft Gear
DIFFERENTIAL REPAIR
The transfer shaft should be removed for dif-
ferential repair and bearing turning torque
checking.
Fig. 19 Tighten Output Shaft Retaining Nut to 271

NIm (200 ft. lbs.)
Fig. 1 Remove Extension Seal
Fig. 20 Checking Output Shaft End Play
Fig. 2 Install New Seal into Extension
Fig. 21 Checking Bearings Turning Torque
Fig. 3 Differential Cover Bolts

Fig. 4 Remove or Install Differential Cover Fig. 7 Differential Bearing Retainer—Typical

Use MOPARt Adhesive Sealant when install- Use MOPARt Adhesive Sealant when install-
ing differential cover. ing differential bearing retainer.
Fig. 5 Differential Bearing Retainer Bolts Fig. 8 Extension Bolts
Fig. 6 Remove or Install Bearing Retainer Fig. 9 Remove or Install Extension Housing
Fig. 10 Differential and Extension

WARNING: HOLD ONTO DIFFERENTIAL ASSEMBLY
TO PREVENT IT FROM ROLLING OUT OF HOUSING.
Use MOPARt Adhesive Sealant when installing ex-

tension housing.
Fig. 15 Remove or Install Ring Gear Bolts and Ring

Gear

CAUTION: Always install new ring gear bolts. Bolts

must be properly torqued.
Fig. 16 Remove Pinion Shaft Roll Pin

CAUTION: Side gear end play must be within .001
to .013 inch.
Fig. 17 Remove or Install Pinion Shaft
Four select thrust washers are available: .032,
.037, .042, and .047 inch.
Fig. 18 Remove or Install Pinion Gears, Side Gears,

and Tabbed Thrust Washers, by Rotating Pinion
Gears to Opening in Differential Case Fig. 21 Checking Side Gear End Play
CAUTION: Side gear end play must be within .001 to DETERMINING SHIM THICKNESS
.013 inch. Shim thickness need only be determined if any of
Four select thrust washers are available: .032, • Transaxle case
.037, .042, and .047 inch. • Differential carrier
• Differential bearing cups and cones
torque.
Fig. 22 Remove Oil Seal
Fig. 25 Differential Bearing Retainer
Fig. 23 Install New Oil Seal
Fig. 26 Install Bearing Cup

Fig. 24 Remove Bearing Cup


ant. Use MOPARt Adhesive Sealant on retainer
to seal retainer to case.
Fig. 29 Checking Differential Bearings Turning

Torque
show signs of pitting or heat distress.
If distress is seen on either the cup or bearing rollers,
both cup and cone must be replaced.
Bearing end play and drag torque specifica-
tions must be maintained to avoid premature
bearing failures.
Used (original) bearing may lose up to 50 of the
Fig. 27 Checking Differential End Play
original drag torque after break-in.
All bearing adjustments must be made with no
other component interference or gear inter-
mesh, except the transfer gear bearing.
OUTPUT SHAFT BEARING

With output shaft gear removed.
(1) Install a 13.65 mm (.537 inch) and a 1.34 mm
(.053 inch) gauging shims on the planetary rear annu-
lus gear hub using grease to hold the shims in place.
The 13.65 mm shim has a larger inside diameter and
must be installed over the output shaft first. The 1.34
mm shim pilots on the output shaft.
(2) Install output shaft gear and bearing assembly,
torque to 271 NIm (200 ft. lbs.).
(3) To measure bearing end play:
(a) Attach Tool L-4432 to the output shaft gear.
Fig. 28 Tool L-4436 and Torque Wrench (b) Mount a steel ball with grease into the end of
BEARING ADJUSTMENT PROCEDURES the output shaft.
(c) Push and pull the gear while rotating back and
GENERAL RULES ON SERVICING BEARINGS forth to insure seating of the bearing rollers.
(1) Take extreme care when removing and in stalling (d) Using a dial indicator, mounted to the tran-
bearing cups and cones. Use only an arbor press for saxle case, measure output shaft end play.
installation, as a hammer may not properly align the (4) Once bearing end play has been determined,
bearing cup or cone. Burrs or nicks on the bearing seat refer to the output shaft bearing shim chart for the
will give a false end play reading, while gauging for required shim combination to obtain proper bearing
proper shims. Improperly seated bearing cup and cones setting.
are subject to low-mileage failure. (a) The 12.65 mm (.498 inch), 13.15 mm (.518 inch)
or 13.65 mm (.537 inch) shims are always in-
stalled first. These shims have lubrication slots DIFFERENTIAL BEARING

which are necessary for proper bearing lubri- (1) Remove the bearing cup from the differential
cation. bearing retainer using Tool L-4518, and remove the
(b) Shims thinner than 12.65 mm listed in the existing shim from under the cup.
chart are common to both the transfer shaft and (2) Install a .50 mm (.020 inch) gauging shim and
output shaft bearings. reinstall the bearing cup into the retainer. Use an
(5) Use Tool L-4424 to remove the retaining nut and arbor press to install the cup.
washer. To remove the output shaft gear use Tool Oil Baffle is not required when making shim
L-4407. selection.
(6) Remove the two gauging shims and install the (3) Install the bearing retainer into the case and
proper shim combination, making sure to install the torque bolts to 28 NIm (250 in. lbs.).
12.65, 13.15, or 13.65 mm shim first. Use grease to hold (4) Position the transaxle assembly vertically on the
the shims in place. Install the output shaft gear and support stand and install Tool L-4436 into the exten-
bearing assembly. sion.
(7) Install the retaining nut and washer and torque (5) Rotate the differential at least one full revolution
to 271 NIm (200 ft. lbs.). to ensure the tapered roller bearings are fully seated.
(8) Using an inch-pound torque wrench, check the (6) Attach a dial indicator to the case and zero the
turning torque. The torque should be between 3 dial indicator. Place the indicator tip on the end of Tool
and 8 inch-pounds. L-4436.
If the turning torque is too high, install a .05mm (7) Place a large screwdriver to each side of the ring
(.002 inch) thicker shim. If the turning torque is too gear and lift. Check the dial indicator for the amount of
low, install a .05 mm (.002 inch) thinner shim. Repeat end play.
until the proper turning torque is 3 to 8 inch pounds.
CAUTION: Do not damage the transaxle case and/or
OUTPUT SHAFT BEARING SHIM
differential cover sealing surface.
(8) When the end play has been determined, refer to

the Differential Bearing Shim Chart for the correct
shim combination to obtain the proper bearing setting.
(9) Remove the differential bearing retainer. Re-
move the bearing cup and the .50 mm (.020 inch)
gauging shim.
(10) Install the proper shim combination under the
bearing cup. Make sure the oil baffle is installed
properly in the bearing retainer, below the bearing
shim and cup.
(11) Install the differential bearing retainer. Seal
the retainer to the housing with MOPARt Adhesive
Sealant and torque bolts to 28 NIm (250 in. lbs.).
(12) Using special Tool L-4436 and an inch-pound
torque wrench, check the turning torque of the differ-
ential. The turning torque should be between 5
and 18 inch-pounds.
If the turning torque is too high, install a .05
mm (.002 inch) thinner shim. If the turning
torque is too low, install a .05 mm (.002 inch)
thicker shim. Repeat until 5 to 18 inch-pounds
turning torque is obtained.
TRANSFER SHAFT BEARING

(1) Use Tool L-4434 to remove the retaining nut and
washer. Remove the transfer shaft gear using Tool
L-4407.
(2) Install a 2.29 mm (.090 inch) and a 1.39 mm (.055
inch) gauging shims on the transfer shaft behind the
governor support.
DIFFERENTIAL BEARING SHIM TRANSFER BEARING SHIM
(3) Install transfer shaft gear and bearing assem-

bly and torque the nut to 271 NIm (200 ft. lbs.).
(a) Attach Tool L-4432 to the transfer gear.
(b) Mount a steel ball with grease into the end of
the transfer shaft. (7) Remove the two gauging shims and install the
(c) Push and pull the gear while rotating back correct shim combination. Install the transfer gear and
and forth to insure seating of the bearing rollers. bearing assembly.
(d) Using a dial indicator, measure transfer shaft (8) Install the retaining nut and washer and torque
end play. to 271 NIm (200 ft. lbs.). Measure transfer shaft end
(5) Refer to the Transfer Bearing Shim Chart for play, end play should be .05 to .25 mm (.002 to .010
the required shim combination to obtain the proper inch).
(9) Measure bearing end play as outlined in Step (4).
bearing setting.
End play should be between .05 mm and .25 mm (.002
(6) Use Tool L-4424 to remove the retaining nut
to .010 inch).
and washer. Remove the transfer shaft gear using If end play is too high, install a .05 mm (.002
Tool L-4407. inch) thinner shim combination. If end play is
too low, install a .05 mm (.002 inch) thicker shim
combination. Repeat until .05 to .25 mm (.002 to
.010 inch) end play is obtained.
BEARING SHIM
41TE FOUR SPEED AUTOMATIC TRANSAXLE
INDEX
page page
41TE Transaxle General Diagnosis . . . . . . . . . . . 88 Oil Pump Seal Replace . . . . . . . . . . . . . . . . . . . 136
Aluminum Thread Repair . . . . . . . . . . . . . . . . . . . 98 Park/Neutral Position Switch . . . . . . . . . . . . . . . 102
Bearing Adjustment Procedure . . . . . . . . . . . . . . 141 Pinion Factor Procedure . . . . . . . . . . . . . . . . . . 104
Clutch Air Pressure Tests . . . . . . . . . . . . . . . . . . 95 Road Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Coolers and Tubes Reverse Flushing . . . . . . . . . 98 Selection of Lubricant . . . . . . . . . . . . . . . . . . . . . 93
Diagnosis Chart ‘‘B’’ . . . . . . . . . . . . . . . . . . . . . . . 90
Diagnosis Trouble Code Chart ‘‘A’’ . . . . . . . . . . . . 89 Solenoid Assembly-Replace . . . . . . . . . . . . . . . . 101
Differential Repair . . . . . . . . . . . . . . . . . . . . . . . 136 Special Additives . . . . . . . . . . . . . . . . . . . . . . . . . 93
Fluid and Filter Changes . . . . . . . . . . . . . . . . . . . 93 Speed Sensor-Input . . . . . . . . . . . . . . . . . . . . . . 102
Fluid Drain and Refill . . . . . . . . . . . . . . . . . . . . . 93 Speed Sensor-Output . . . . . . . . . . . . . . . . . . . . 103
Fluid Leakage-Torque Converter Housing Area . . 97 Torque Converter Clutch Break-In Procedure . . . 104
Fluid Level and Condition . . . . . . . . . . . . . . . . . . 93 Transaxle Quick Learn Procedure . . . . . . . . . . . 103
Gearshift Linkage Adjustment . . . . . . . . . . . . . . . 98 Transaxle Recondition . . . . . . . . . . . . . . . . . . . . 105
General Information . . . . . . . . . . . . . . . . . . . . . . . 85 Transaxle Removal and Installation . . . . . . . . . . . 99
Hydraulic Pressure Tests . . . . . . . . . . . . . . . . . . . 94 Transmission Control Module . . . . . . . . . . . . . . . 103
Input Clutches-Recondition . . . . . . . . . . . . . . . . 121 Transmission Range Switch . . . . . . . . . . . . . . . . 102
Oil Cooler Flow Check . . . . . . . . . . . . . . . . . . . . 99 Valve Body-Recondition . . . . . . . . . . . . . . . . . . . 132
GENERAL INFORMATION
The 41TE four-speed FWD transaxle uses fully-
adaptive controls. Adaptive controls are those which
perform their functions based on real-time feedback
sensor information. The transaxle uses hydraulically
applied clutches to shift a planetary gear train.
TRANSAXLE IDENTIFICATION
The 41TE transaxle identification code is printed
on a label. The label is located on the transaxle case
next to the solenoid assembly (Fig. 1).
Refer to Figure 2 for an internal view of the tran-
saxle assembly.
Fig. 1 Identification Tag Location

21 - 86
TRANSAXLE
Ä
Fig. 2 Internal View of Transaxle

OPERATION cation of the 1st gear reaction element with other

The 41TE transaxle provides forward ratios of 2.84, elements applied. It also allows one solenoid to con-
1.57, 1.00, and 0.69 with torque converter clutch trol two friction elements.
available in 2nd, direct, or overdrive gear; the Re- Small, high-rate accumulators are provided in each
verse ratio is 2.21. The shift lever is conventional controlled friction element circuit. These serve to ab-
with six positions: P, R, N, OD, 3, and L. When OD sorb the pressure responses, and allow the controls to
is selected the transaxle shifts normally through all read and respond to changes that are occurring.
four speeds with torque converter clutch available in
overdrive; this position is recommended for most SOLENOIDS
driving. The 3 position is tailored for use in hilly or Since the solenoid valves perform virtually all con-
mountainous driving. When 3 is selected, the trans- trol functions, these valves must be extremely dura-
mission uses only 1st, 2nd, and direct gears with ble and tolerant of normal dirt particles. For that
2nd-direct shift delayed to 40 mph or greater. When reason hardened-steel poppet and ball valves are
operating in 3 or L positions torque converter clutch used. These are free from any close operating clear-
application occurs in direct gear for improved trans- ances, and the solenoids operate the valves directly
mission cooling under heavy loads. If high engine without any intermediate element. Direct operation
coolant temperature occurs, the torque converter means that these units must have very high output
clutch will also engage in 2nd gear. The L position so that they can close against the sizeable flow areas
provides maximum engine braking for descending and high line pressures. Fast response is also re-
steep grades. Unlike most current transaxles, up- quired to meet the control requirements.
shifts are provided to 2nd or direct gear at peak en- Two of the solenoids are normally-venting and two
gine speeds if the accelerator is depressed. This are normally-applying; this was done to provide a de-
provides engine over-speed protection and maximum fault mode of operation. With no electrical power, the
performance. transmission provides 2nd gear in OD, 3, or L shift
lever positions. All other transmission lever positions
CLUTCH AND GEAR will operate normally. The choice of 2nd gear was
The transaxle consists of: made to provide adequate breakaway performance
• Three multiple disc input clutches while still accommodating highway speeds.
• Two multiple disc grounded clutches
• Four hydraulic accumulators SENSORS
• Two planetary gear sets There are three pressure switches to identify sole-
This provides four forward ratios and a reverse ra- noid application and two speed sensors to read input
tio. The clutch-apply pistons were designed with cen- (torque converter turbine) and output (parking sprag)
trifugally balanced oil cavities so that quick response speeds. There is also a position switch to indicate the
and good control can be achieved at any speed. A manual shift lever position. The pressure switches
push/pull piston is incorporated for two of the three are incorporated in an assembly with the solenoids.
input clutches. Engine speed, throttle position, temperature, etc., are
also observed. Some of these signals are read directly
CAUTION: Some clutch packs appear similar, but from the engine control sensors; others are read from
they are not the same. Do not interchange clutch a multiplex circuit with the powertrain control mod-
components as they might fail. ule.
ELECTRONICS
HYDRAULICS The 41TE transmission control module is located
The hydraulics of the transaxle provide the manual underhood in a potted, die-cast aluminum housing
shift lever select function, main line pressure regula- with a sealed, 60-way connector.
tion, and torque converter and cooler flow control.
Oil flow to the friction elements is controlled directly ELECTRONIC MODULATED CONVERTER
by four solenoid valves. The hydraulics also include a CLUTCH (EMCC)
unique logic-controlled ‘‘solenoid torque converter The EMCC enables the torque converter clutch to
clutch control valve’’. This valve locks out the 1st partially engage between 23 to 47 MPH before full
gear reaction element with the application of 2nd, di- engagement at about 50 MPH and beyond. This fea-
rect, or overdrive gear elements. It also redirects the ture is on all vehicles equipped with the 41TE tran-
1st gear solenoid output so that it can control torque saxle.
converter clutch operation. To regain access to 1st
gear, a special sequence of solenoid commands must ADAPTIVE CONTROLS
be used to unlock and move the solenoid torque con- These controls function by reading the input and
verter clutch control valve. This precludes any appli- output speeds over 140 times a second and respond-
ing to each new reading. This provides the precise They compensate for changes in engine or friction el-
and sophisticated friction element control needed to ement torque and provide good, consistent shift qual-
make smooth clutch-to-clutch shifts for all gear ity for the life of the transaxle.
changes. The use of overrunning clutches or other
shift quality aids are not required. As with most au- ON-BOARD DIAGNOSTICS
tomatic transaxles, all shifts involve releasing one el- These controls provide comprehensive, on-board
ement and applying a different element. In simplified transaxle diagnostics. The information available can
terms, the upshift logic allows the releasing element aid in transaxle diagnosis. For example, apply ele-
to slip back wards slightly to ensure that it does not ment buildup rate indicates solenoid performance.
have excess capacity; the apply element is filled until Also included are self diagnostic functions. Self diag-
it begins to make the speed change to the higher nostics allow the technician to test the condition of
gear; its apply pressure is then controlled to main- the electronic controls. The transmission control
tain the desired rate of speed change until the shift module continuously monitors its critical functions.
is complete. The key to providing excellent shift It also records any malfunctions, and the number of
quality is precision; for example, as mentioned, the engine starts since the last malfunction. This allows
release element for upshifts is allowed to slip back-
the technician to use the information in the event of
wards slightly; the amount of that slip is typically
a customer complaint.
less than a total of 20 degrees. To achieve that pre-
cision, the transmission control module learns the
41TE TRANSAXLE GENERAL DIAGNOSIS
characteristics of the particular transaxle that it is
controlling. It learns the release rate of the releasing CAUTION: Before attempting any repair on a 41TE
element and the apply time of the applying element. four speed automatic transaxle, check for diagnos-
It also learns the rate at which the apply element tic trouble codes with the DRB II scan tool. Always
builds pressure sufficient to begin making the speed use the Powertrain Diagnostic Test Procedure Man-
change. This method achieves more precision than ual.
would be possible with exacting tolerances. It can
also adapt to any changes that occur with age or en- Transaxle malfunctions may be caused by these
vironment, for example, altitude, temperature, en- general conditions:
gine output, etc. • Poor engine performance
For kickdown shifts, the control logic allows the re- • Improper adjustments
leasing element to slip and then controls the rate at • Hydraulic malfunctions
which the input (and engine) accelerate; when the • Mechanical malfunctions
lower gear speed is achieved, the releasing element • Electronic malfunctions
reapplies to maintain that speed until the apply ele- Diagnosis of these problems should always begin
ment is filled. This provides quick response since the by checking the easily accessible variables: fluid
engine begins to accelerate immediately and a level and condition, gearshift cable adjustment. Then
smooth torque exchange since the release element perform a road test to determine if the problem has
can control the rate of torque increase. This control been corrected or that more diagnosis is necessary. If
can make any powertrain feel more responsive with- the problem exists after the preliminary tests and
out in creasing harshness. corrections are completed, hydraulic pressure checks
Adaptive controls respond to input speed changes. should be performed.
Ä
DIAGNOSTIC TROUBLE CODE CHART ‘‘A’’

TRANSAXLE
21 - 89
DIAGNOSIS CHART ‘‘B’’

DIAGNOSIS GUIDE-ABNORMAL NOISE

DIAGNOSIS GUIDE-VEHICLE WILL NOT MOVE
DIAGNOSIS GUIDE—FLUID LEAKS

FLUID LEVEL AND CONDITION tion to this policy is the use of special dyes to aid in
The transmission and differential sump have a detecting fluid leaks. The use of transmission sealers
common oil sump with a communicating opening should be avoided, since they may adversely affect
between the two. seals.
The torque converter fills in both the P Park and N
Neutral positions. Place the selector lever in P Park to FLUID AND FILTER CHANGES
check the fluid level. The engine should be running When the factory fill fluid is changed, only fluids
at idle speed for at least one minute, with the labeled MOPARt ATF PLUS (Automatic Transmis-
vehicle on level ground. This will assure com- sion fluid) Type 7176 should be used. A filter change
plete oil level stabilization between differential should be made at the time of the oil change. Also
and transmission. The fluid should be at normal the magnet (on the inside of the oil pan) should be
operating temperature (approximately 82 C. or 180 F.). cleaned with a clean, dry cloth.
The fluid level is correct if it is in the HOT region If the transaxle is disassembled for any reason, the
(cross-hatched area) on the oil level indicator. fluid and filter should be changed.
Low fluid level can cause a variety of conditions
because it allows the pump to take in air along with the FLUID DRAIN AND REFILL
(1) Raise vehicle on a hoist (See Lubrication,
fluid. As in any hydraulic system, air bubbles make the
Group 0). Place a drain container with a large open-
fluid spongy, therefore, pressures will be low and build
ing, under transaxle oil pan.
up slowly.
(2) Loosen pan bolts and tap the pan at one corner
Improper filling can also raise the fluid level too
to break it loose allowing fluid to drain, then remove
high. When the transaxle has too much fluid, the gears
the oil pan.
churn up foam and cause the same conditions which
(3) Install a new filter and O-ring on bottom of the
occur with a low fluid level.
valve body.
In either case, the air bubbles can cause over heat-
(4) Clean the oil pan and magnet. Reinstall pan
ing, fluid oxidation, and varnishing, which can inter-
using new MOPARt Adhesive Sealant. Tighten oil
fere with normal valve, clutch, and accumulator opera-
pan bolts to 19 NIm (165 in. lbs.).
tion. Foaming can also result in fluid escaping from the
(5) Pour four quarts of MOPARt ATF PLUS (Au-
transaxle vent where it may be mistaken for a leak. tomatic Transmission Fluid) Type 7176 through the
Along with fluid level, it is important to check the fill tube.
condition of the fluid. When the fluid smells burned, (6) Start engine and allow to idle for at least one
and is contaminated with metal or friction material minute. Then, with parking and service brakes ap-
particles, a complete transaxle overhaul is needed. Be plied, move selector lever momentarily to each posi-
sure to examine the fluid on the dipstick closely. If tion, ending in the park or neutral position.
there is any doubt about its condition, drain out a (7) Add sufficient fluid to bring level to 1/8 inch
sample for a double check. below the ADD mark.
After the fluid has been checked, seat the dipstick Recheck fluid level after transaxle is at normal op-
fully to seal out water and dirt. erating temperature. The level should be in the HOT
region (Fig. 3).
SELECTION OF LUBRICANT
It is important that the proper lubricant be used in
the 41TE transaxle. MOPARt ATF PLUS (Automatic
Transmission Fluid—type 7176) should be used to aid
in assuring optimum transmission performance. Flu-
ids of the type labeled DEXRON II Automatic Trans-
mission Fluid are not recommended. DEXRON II
can be used only if the recommended fluid is not
available. If more than a small amount of DEXRON II
is used shudder or shift quality problems may result. It Fig. 3 Oil Level Indicator
is important that the transmission fluid be maintained To prevent dirt from entering transaxle, make cer-
at the prescribed level using the recommended fluids. tain that dipstick is seated into the dipstick fill tube
(Fig. 4).
SPECIAL ADDITIVES
Chrysler Corporation does not recommend the addi- ROAD TEST
tion of any fluids to the transaxle, other than the Prior to performing a road test, be certain that the
automatic transmission fluid listed above. An excep- fluid level and condition, and control cable adjust-
ment have been checked and approved.
The process of elimination can be used to detect

any unit which slips and to confirm proper operation
of good units. Road test analysis can usually diag-
nose slipping units, but the actual cause of the mal-
function usually can not be decided. Practically any
condition can be caused by leaking hydraulic circuits
or sticking valves.
HYDRAULIC PRESSURE TESTS

Pressure testing is a very important step in the di-
agnostic procedure. These tests usually reveal the
cause of most transaxle problems.
Before performing pressure tests, be certain that
fluid level and condition, and shift cable adjustments
have been checked and approved. Fluid must be at
operating temperature (150 to 200 degrees F.).
Fig. 4 Oil Level Indicator Location Install an engine tachometer, raise vehicle on hoist
During the road test, the transaxle should be oper- which allows front wheels to turn, and position ta-
ated in each position to check for slipping and any chometer so it can be read.
variation in shifting. Attach 150 psi gauges to ports required for test be-
If vehicle operates properly at highway speeds, but ing conducted. A 300 psi gauge (C-3293) is required
has poor acceleration, the torque converter stator for reverse pressure test.
overrunning clutch may be slipping. If through-gear Test port locations are shown in (Figure 1).
acceleration is normal, but high throttle opening is
required to maintain highway speeds, the torque con- TEST ONE-SELECTOR IN LOW 1ST GEAR
verter stator clutch may have seized. Both of these (1) Attach pressure gauge to the low/reverse clutch
stator defects require replacement of the torque con- tap.
verter. (2) Move selector lever to the L position.
The clutch that is slipping can be determined by (3) Allow vehicle wheels to turn and increase
noting the transaxle operation in all selector posi- throttle opening to achieve an indicated vehicle
tions. Then comparing which internal units are ap- speed to 20 mph.
plied in those positions. The Elements in Use Chart (4) Low/reverse clutch pressure should read 115 to
provides a basis for road test analysis. 145 psi.
ELEMENTS IN USE AT EACH POSITION OF THE SELECTOR LEVER
(5) This test checks the 2/4 clutch hydraulic circuit.
TEST FIVE-SELECTOR IN CIRCLE DRIVE,

OVERDRIVE
(1) Attach gauge to the torque converter clutch off
pressure tap.
(2) Move selector lever to the circle D position.
(3) Allow vehicle wheels to turn and increase
throttle opening to achieve an indicated vehicle speed
of 50 mph.
CAUTION: Both wheels must turn at the same speed.

(4) Torque converter clutch off pressure should be
less than 5 psi.
(5) This test checks the torque converter clutch
hydraulic circuit.
Fig. 1 Pressure Taps
TEST SIX-SELECTOR IN REVERSE
(5) This test checks pump output, pressure regula-
(1) Attach gauge to the reverse clutch tap.
tion and condition of the low/reverse clutch hydraulic
(2) Move selector lever to the reverse position.
circuit and shift schedule.
(3) Read reverse clutch pressure with output sta-
TEST TWO-SELECTOR IN DRIVE 2ND GEAR tionary (foot on brake) and throttle opened to achieve
(1) Attach gauge to the underdrive clutch tap. 1500 rpm.
(2) Move selector lever to the 3 position. (4) Reverse clutch pressure should read 165 to 235
(3) Allow vehicle wheels to turn and increase psi.
throttle opening to achieve an indicated vehicle (5) This test checks the reverse clutch hydraulic
speed of 30 mph. circuit.
(4) Underdrive clutch pressure should read 110 to
TEST RESULT INDICATIONS
145 psi.
(1) If proper line pressure is found in any one test,
(5) This test checks the underdrive clutch hydrau-
the pump and pressure regulator are working properly.
lic circuit as well as the shift schedule.
(2) Low pressure in all positions indicates a defec-
TEST THREE-OVERDRIVE CLUTCH CHECK tive pump, a clogged filter, or a stuck pressure regula-
(1) Attach gauge to the overdrive clutch tap. tor valve.
(2) Move selector lever to the circle D position. (3) Clutch circuit leaks are indicated if pressures do
(3) Allow vehicle wheels to turn and increase not fall within the specified pressure range.
throttle opening to achieve an indicated vehicle (4) If the overdrive clutch pressure is greater than 5
speed of 20 mph. psi in step (6) of Test Three, a worn reaction shaft seal
(4) Overdrive clutch pressure should read 74 to 95 ring is indicated.
psi.
(5) Move selector lever to the 3 position and in-
CLUTCH AIR PRESSURE TESTS
Inoperative clutches can be located using a series of
crease indicated vehicle speed to 30 mph.
tests by substituting air pressure for fluid pressure
(6) The vehicle should be in second gear and over-
(Figs. 2 and 3). The clutches may be tested by applying
drive clutch pressure should be less than 5 psi.
air pressure to their respective passages after the valve
(7) This test checks the overdrive clutch hydraulic
body has been removed and Tool 6056 has been in-
circuit as well as the shift schedule.
stalled. To make air pressure tests, proceed as follows:
TEST FOUR-SELECTOR IN CIRCLE DRIVE, The compressed air supply must be free of all
OVERDRIVE GEAR dirt and moisture. Use a pressure of 30 psi.
(1) Attach gauge to the 2/4 clutch tap. Remove oil pan and valve body. See Valve body
(2) Move selector lever to the circle D position. removal.
(3) Allow vehicle front wheels to turn and increase
OVERDRIVE CLUTCH
throttle opening to achieve an indicated vehicle
Apply air pressure to the overdrive clutch apply
speed of 30 mph.
passage and watch for the push/pull piston to move
(4) The 2/4 clutch pressure should read 75 to 95
psi.
PRESSURE CHECK SPECIFICATIONS
Fig. 3 Testing Reverse Clutch

Fig. 2 Air Pressure Test Plate
2/4 CLUTCH
forward. The piston should return to its starting posi- Apply air pressure to the feed hole located on the 2/4
tion when the air pressure is removed. clutch retainer. Look in the area where the 2/4 piston
contacts the first separator plate and watch carefully
REVERSE CLUTCH for the 2/4 piston to move rearward. The piston should
Apply air pressure to the reverse clutch apply pas- return to its original position after the air pressure is
sage and watch for the push/pull piston to move rear- removed.
ward. The piston should return to its starting position
when the air pressure is removed. LOW/REVERSE CLUTCH
Apply air pressure to the low/reverse clutch feed hole
(rear of case, between 2 bolt holes). Then, look in the
area where the low/reverse piston contacts the
first separator plate and watch carefully for the pis- (3) Fabricate and fasten test probe (Fig. 4) securely
ton to move forward. The piston should return to its to convenient dust shield bolt hole. Make certain
original position after the air pressure is removed. torque converter is cleared by test probe. Tool must be
clean and dry.
UNDERDRIVE CLUTCH (4) Run engine at approximately 2,500 rpm with
Because this clutch piston cannot be seen, its oper- transaxle in neutral, for about 2 minutes. Transaxle
ation is checked by function. Air pressure is applied must be at operating temperature.
to the low/reverse and the 2/4 clutches. This locks (5) Stop engine and carefully remove tool.
the output shaft. Use a piece of rubber hose wrapped (6) If upper surface of test probe is dry, there is no
around the input shaft and a pair of clamp-on pliers torque converter leak. A path of fluid across probe
to turn the input shaft. Next apply air pressure to indicates a torque converter leak. Oil leaking under the
the underdrive clutch. The input shaft should not ro- probe is coming from the transaxle torque converter
tate with hand torque. Release the air pressure and area.
confirm that the input shaft will rotate. (7) Remove transaxle and torque converter assembly
from vehicle for further investigation. The fluid should
FLUID LEAKAGE-TORQUE CONVERTER HOUSING be drained from the transaxle. Re install oil pan (with
AREA MOPARt Adhesive Sealant) at specified torque.
(1) Check for source of leakage. Possible sources of transaxle torque converter area
Since fluid leakage at or around the torque con- fluid leakage are:
verter area may originate from an engine oil leak, (1) Torque converter hub seal.
the area should be examined closely. Factory fill • Seal lip cut, check torque converter hub finish.
fluid is dyed red and, therefore, can be distinguished • Bushing moved and/or worn.
from engine oil. • Oil return hole in pump housing plugged or omitted.
(2) Prior to removing the transaxle, perform the • Seal worn out (high-mileage vehicles).
following checks: (2) Fluid leakage at the outside diameter from pump
When leakage is determined to originate from the housing O-ring.
transaxle, check fluid level prior to removal of the (3) Fluid leakage at the front pump to case bolts.
transaxle and torque converter. Check condition of washers on bolts and use new bolts,
High oil level can result in oil leakage out the vent if necessary.
in the manual shaft. If the fluid level is high, adjust (4) Fluid leakage due to case or front pump housing
to proper level. porosity.
After performing this operation, inspect for leak-
age. If a leak persists, perform the following opera- TORQUE CONVERTER LEAKAGE
tion on the vehicle to determine if it is the torque Possible sources of torque converter leakage are:
converter or transaxle that is leaking. • Torque converter weld leaks at the out side (periph-
eral) weld.
• Torque converter hub weld.
Hub weld is inside and not visible. Do not
attempt to repair. Replace torque converter.
If the torque converter must be replaced, refer
to Torque Converter Clutch Break-in Procedure
in this section. This procedure will reset the
transmission control module break-in status.
Failure to perform this procedure may cause
transaxle shutter.
AIR PRESSURE TEST OF TRANSAXLE

Fabricate equipment needed for test as shown in
Fig. 4 Leak Locating Test Probe Tool Figures 5 and 6.
LEAKAGE TEST PROBE The transaxle should be prepared for pressure test as
(1) Remove torque converter housing dust shield. follows after removal of the torque converter:
(2) Clean the inside of torque converter housing (1) Plug dipstick tube and plug oil cooler line fitting.
(lower area) as dry as possible. A solvent spray fol- Remove vent from manual shaft and in stall a 1/8 inch
lowed by compressed air drying is preferable. pipe plug.
GEARSHIFT LINKAGE ADJUSTMENT

Normal operation of the transmission range switch
(PRNDL) and park/neutral position switch provides a
quick check to confirm proper manual linkage adjust-
ment.
Move the selector level slowly upward until it
clicks into the ‘‘P’’ Park notch in the selector gate. If
the starter will operate the ‘‘P’’ position is correct.
After checking ‘‘P’’ position, move selector toward
‘‘N’’ Neutral position until lever drops in the ‘‘N’’
stop. If the starter will also operate at this point the
gearshift linkage is properly adjusted.
CAUTION:When it is necessary to disassemble link-

Fig. 5 Torque Converter Hub Seal Cup age cable from levers, which use plastic grommets
as retainers, the grommets should be replaced with
new grommets. Use a prying tool to force rod from
grommet in lever, then cut away old grommet. Use
pliers to snap new grommet into lever and rod into
grommet.
(1) Set parking brake.

(2) Place gearshift lever in P (PARK) position.
(3) Loosen clamp bolt on gearshift cable bracket.
(4) Column shift: Insure that preload adjustment
spring engages fork on transaxle bracket.
(5) Pull the shift lever by hand to the front detent
position (PARK) and tighten lock screw to 11 NIm
(100 in. lbs.). Gearshift linkage should now be prop-
erly adjusted.
Fig. 6 Hub Seal Cup Retaining Strap (6) Check adjustment as follows:
CAUTION: Prevent manual shaft rotation during in- (a) Detent position for neutral and drive should
stallation and removal. be within limits of hand lever gate stops.
(b) Key start must occur only when shift lever is
(2) With rotary motion, install converter hub seal in park or neutral positions.
cup over input shaft. It must go through the con-
verter hub seal until the cup bottoms against the ALUMINUM THREAD REPAIR
pump gear lugs. Secure with cup retainer strap using Damaged or worn threads in the aluminum tran-
starter upper hole and opposite bracket hole. saxle case and valve body can be repaired by the use
(3) Attach and clamp hose from nozzle of Tool of Heli-Coils, or equivalent. This repair consists of
C-4080 to the upper cooler line fitting position in drilling out the worn-out damaged threads. Then tap
case. the hole with a special Heli-Coil tap, or equivalent,
and installing a Heli-Coil insert, or equivalent, into
CAUTION: Do not, under any circumstances, pres- the hole. This brings the hole back to its original
surize a transaxle to more than 10 psi. thread size.
Heli-Coil, or equivalent, tools and inserts are
(4) Pressurize the transaxle using Tool C-4080 un- readily available from most automotive parts suppli-
til the pressure gauge reads 8 psi. Position transaxle ers.
so that pump housing and case front may be covered
with soapy solution of water. Leaks are sometimes COOLERS AND TUBES REVERSE FLUSHING
caused by porosity in the case or pump housing. When a transaxle failure has contaminated the
If a leak source is located, that part and all associ- fluid, the oil cooler(s) must be flushed and the cooler
ated seals, O-rings, and gaskets should be replaced bypass valve in the transaxle must be replaced. The
with new parts. torque converter must also be replaced with an ex-
change unit. This will insure that metal particles or
sludged oil are not later transferred back into the re-
conditioned (or replaced) transaxle.
CAUTION: If the vehicle is equipped with two oil CAUTION: With the fluid set at the proper level,
coolers (one in the radiator tank, one in front of the fluid collection should not exceed (1) quart or inter-
radiator) they must be flushed separately. Do not nal damage to the transmission may occur.
attempt to flush both coolers at one time.
(4) If flow is found to be within acceptable limits,
(1) Disconnect the cooler lines at the transmission. reconnect the cooler line. Then fill transmission to
(2) Using a hand suction gun filled with mineral the proper level, using the approved type of auto-
spirits, reverse flush the cooler. Force mineral spirits matic transmission fluid.
into the From Cooler line of the cooler (Fig. 7) and
catch the exiting spirits from the To Cooler line. TRANSAXLE REMOVAL AND INSTALLATION
Observe for the presence of debris in the exiting Transaxle removal does NOT require engine re-
fluid. Continue until fluid exiting is clear and free moval.
from debris. See Group 7-Cooling, to drain engine cooling sys-
tem and remove coolant return extension (3.0 liter
engine only).
(1) The transaxle and torque converter must be re-
moved as an assembly; otherwise, the torque con-
verter drive plate, pump bushing or oil seal may be
damaged. The drive plate will not support a load;
therefore, none of the weight of the transaxle should
be allowed to rest on the drive plate during removal.
(2) Disconnect negative battery cable.
(3) Disconnect transaxle shift linkage.
(4) Install engine support fixture and support en-
gine (Fig.1).
Fig. 7 Cooler Line Location

(3) Using compressed air in intermittent spurts,
blow any remaining mineral spirits from the cooler,
again in the reverse direction.
(4) To remove any remaining mineral spirits from
the cooler, one (1) quart of automatic transmission
fluid should be pumped through the cooler before re-
connecting.
(5) If at any stage of the cleaning process, the
cooler does not freely pass fluid, the cooler must be
replaced.
Fig. 1 Engine Support Fixture (Typical)
OIL COOLER FLOW CHECK (5) Remove upper bell housing upper bolts.
After the new or repaired transmission has been
(6) Raise vehicle. Remove front wheels. Refer to
installed, filled to the proper level with automatic
Suspension, Group 2 to remove wheel hub nut and
transmission fluid. The flow should be checked using
both drive shafts.
the following procedure:
(7) Remove left plastic splash to gain access to the
(1) Disconnect the From cooler line at the trans-
transaxle (Fig. 2).
mission and place a collecting container under the
(8) Remove torque converter dust shield to gain ac-
disconnected line.
cess to torque converter bolts (Fig. 3).
(2) Run the engine at curb idle speed, with the
(9) Mark torque converter and drive plate with
shift selector in neutral.
chalk, for reassembly. Remove torque converter
(3) If the fluid flow is intermittent or it takes more
mounting bolts.
than 20 seconds to collect one quart of automatic
(10) Disconnect electrical connectors at transmis-
transmission fluid, the cooler should be replaced.
sion range switch and Park/Neutral Position Switch
(Fig. 4).
Fig. 2 Remove Left Splash Shield Fig. 5 Remove Front Engine Mount
(12) On vehicles equipped with D.I.S. ignition sys-
tem, remove crankshaft position sensor from bell
housing. For installation procedure refer to section
8D of this service manual.
CAUTION: Failure to remove the crankshaft position

sensor from the bell housing could damage the
sensor or torque converter drive plate during trans-
mission removal or installation.
(13) Remove starter bolts and set starter aside. Do

not allow the starter to hang from battery cable (Fig.
6).
(14) Position transmission jack securely under
transaxle (Fig. 7).
(15) With transmission jack in position, remove
Fig. 3 Remove Torque Converter Dust Shield the left transmission mount (Fig. 8).
(17) Carefully lower the transaxle assembly from
vehicle (Fig. 9).
When installing transaxle, reverse the above proce-
dure.
Fig. 4 Disconnect transmission range switch and

Park/Neutral Position Switch
(11) Remove front engine mount insulator and
bracket (Fig. 5).
Fig. 6 Remove Starter Assembly Fig. 9 Lower Transaxle Assembly

the transmission control module break-in status.
Failure to perform this procedure may cause
transaxle shutter.
Check and/or adjust gear shift cable.
Refill transaxle with MOPARt ATF PLUS (Auto-
matic Transmission Fluid) Type 7176.
SOLENOID ASSEMBLY-REPLACE
Fig. 7 Position Transmission Jack
Fig. 1 Input Speed Sensor
Fig. 8 Remove Left Transmission Mount

If the torque converter has been replaced, refer
to Torque Converter Clutch Break-in Procedure
in this section. This procedure will reset
Fig. 2 Input Speed Sensor Removed Fig. 5 Solenoid Assembly

CAUTION: Switch seal washer must be seated prop-
erly before tightening switch. Failure to do so may
result in leakage of transmission fluid (Fig. 6).
Fig. 3 Sound Cover
Fig. 6 Transmission Range Switch

PARK/NEUTRAL POSITION SWITCH
The Park/Neutral Position Switch is the black
switch located to the right of the transmission range
switch.
CAUTION: Switch seal washer must be seated prop-

erly before tightening switch. Failure to do so may
result in leakage of transmission fluid (Fig. 7).
SPEED SENSOR-INPUT
CAUTION: When disconnecting speed sensor con-
Fig. 4 Attaching Screws nector, be sure that the weather seal does not fall
TRANSMISSION RANGE SWITCH off or remain in old sensor.
The transmission range switch is the white switch
located on the front of the transaxle, just above the The input speed sensor is located to the right of the
transaxle oil pan. manual shift lever.
If the transmission control module has been

replaced, the following procedures must be per-
formed:
• ‘‘Quick Learn Procedure’’. This procedure will al-
low the transmission control module to learn the
characteristics of the vehicle.
• ‘‘Electronic Pinion Procedure’’. This procedure will
reprogram settings within the transmission control
module to compensate for different tire sizes and fi-
nal drive ratios.
• ‘‘Converter Clutch Break-In Procedure’’ This proce-
dure will reset the torque converter clutch status.
REMOVAL AND INSTALLATION

(1) Loosen 60 way retaining screw, located in the
center of the 60 way connector. Then disconnect the
60 way connector on transmission control module.
Fig. 7 Park/Neutral Position Switch
(2) Remove transmission control module mounting
SPEED SENSOR-OUTPUT screws and lift module from vehicle.
To install, reverse removal procedure.
CAUTION: When disconnecting speed sensor con-
nector, be sure that the weather seal does not fall
TRANSAXLE QUICK LEARN PROCEDURE
off or remain in old sensor. The quick learn procedure requires the use of the
DRB II scan tool and the 1993 DRB II scan tool car-
The output speed sensor is located to the left of the
tridge.
manual shift lever (Fig. 8). This program allows the electronic transaxle sys-
tem to recelebrate itself to provide the best possible
transaxle operation. The quick learn procedure
should be performed if any of the following proce-
dures are performed:
• Transaxle Assembly Replacement
• Transmission Control Module Replacement
• Solenoid Pack Replacement
• Clutch Plate and/or Seal Replacement
• Valve Body Replacement or Recondition
(1) Plug the DRB II scan tool into the blue CCD
Buss connector. The connector is located under the
instrument panel on the drivers side of the vehicle.
(2) Insert the 1993 DRB II scan tool cartridge into
the DRB II scan tool.
(3) The red and green lights on the DRB II scan
tool will light up and then begin flashing. Wait until
Fig. 8 Output Speed Sensor the lights stop flashing before continuing with this
procedure.
TRANSMISSION CONTROL MODULE (4) Press the number 4 key on the DRB II scan
When replacing a transmission control module, do tool key pad. Item number 4 will not appear on the
not interchange transmission control modules with DRB II scan tool screen unless you scroll down. It is
previous year transmission control modules. If a not necessary to scroll down to be able to choose item
same year transmission control module is being used 4.
from a different vehicle, the following procedures (5) Press the number 2 on the DRB II scan tool
must be performed before operating the transaxle: key pad (Transmission).
• Quick Learn Procedure (6) Press the number 1 on the DRB II scan tool
• Torque Converter Clutch Break-in Procedure key pad. Wait for the DRB II scan tool to perform the
• Electronic Pinion Procedure following three tests before continuing (These tests
The transmission control module is located on the are done automatically by the DRB II scan tool).
passenger side of the engine compartment. It is held • Buss Test
in place by four mounting screws. • Initialize
• Controller Part Number
(7) Press the number 5 on the DRB II scan tool This will eliminate shudder during partial torque
key pad (Adjustments). converter clutch operation on a new torque converter.
(8) Press the number 3 on the DRB II scan tool If the torque converter is replaced, the new clutch
key pad (Quick Learn). Then follow the instructions within the torque converter will require break-in.
on the DRB II scan tool screen. The current break-in status stored in the transmis-
sion control module will have to be reset to the start
PINION FACTOR PROCEDURE of break-in with the DRB II scan tool.
The vehicle speed readings for the speedometer are If a new transmission control module is put on the
taken from the output speed sensor. Because of dif- vehicle, the status will be at the start of break-in.
ferent tire sizes and final drive ratios, the transmis- This status is acceptable regardless of the mileage on
sion control module must be calibrated to reflect the the torque converter. No modification of the break-in
different combinations of equipment. A procedure has status is required.
been developed called Pinion Factor. It allows the
To properly service these vehicles, it is necessary to
technician to set the transmission control module ini-
use a DRB II scan tool to read or reset the break-in
tial setting so that the speedometer readings will be
status. Perform the following steps with the DRB II
correct.
scan tool to reset the break-in status:
Failure to perform this procedure will cause a ‘‘No
Speedometer Operation’’ condition. (1) Plug the DRB II scan tool into the blue CCD
This procedure must be performed if the transmis- Bus connector. The connector is located under the in-
sion control module has been replaced. strument panel on the drivers side of the vehicle.
To properly read or reset the Pinion Factor, it is (2) Insert the 1993 DRB II scan tool cartridge into
necessary to use a DRB II scan tool. Perform the fol- the DRB II scan tool.
lowing steps with the DRB II scan tool to read or re- (3) The red and green lights on the DRB II scan
set the Pinion Factor: tool will light up and then begin flashing. Wait until
(1) Plug the DRB II scan tool into the blue CCD the lights stop flashing before continuing with this
Bus connector. The connector is located under the in- procedure.
strument panel on the drivers side of the vehicle. (4) Press the number 4 key (Select System) on the
(2) Insert the 1993 DRB II scan tool cartridge into DRB II scan tool key pad. Item number 4 will not ap-
the DRB II scan tool. pear on the DRB II scan tool screen unless you scroll
(3) The red and green lights on the DRB II scan down. It is not necessary to scroll down to be able to
tool will light up and then begin flashing. Wait until choose item 4.
the lights stop flashing before continuing with this (5) Press the number 2 on the DRB II scan tool
procedure. key pad (Transmission).
(4) Press the number 4 key (Select System) on the (6) Press the number 1 on the DRB II scan tool
DRB II scan tool key pad. Item number 4 will not ap- key pad. Wait for the DRB II scan tool to perform the
pear on the DRB II scan tool screen unless you scroll following three tests before continuing (These tests
down. It is not necessary to scroll down to be able to are done automatically by the DRB II scan tool).
choose item 4.
• Bus Test
(5) Press the number 2 on the DRB II scan tool
• Initialize
key pad (Transmission).
• Transmission Control Module Part Number
key pad. Wait for the DRB II scan tool to perform the
following three tests before continuing (These tests key pad (Adjustments).
are done automatically by the DRB II scan tool). (8) Press the number 1 on the DRB II scan tool
• Bus Test key pad (Reset LU Clutch). The DRB II scan tool will
• Initialize display one of three screens.
• Transmission Control Module Part Number (a) LU Clutch Break-in Status: Start
(7) Press the number 5 on the DRB II scan tool (b) LU Clutch Break-in Status: In-progress
key pad (Adjustments). Press ENTER to Reset Break-in status
(8) Press the number 2 on the DRB II scan tool (c) LU Clutch Break-in Status: Complete Press
key pad (Pinion Factor). Then follow the instructions ENTER to Reset Break-in status
on the DRB II scan tool screen. If screen (a) appears, the transmission control mod-
ule is at the beginning of its break-in program. No
TORQUE CONVERTER CLUTCH BREAK-IN further action is required.
PROCEDURE If screen (b) appears, the transmission control mod-
A torque converter clutch break-in program is be- ule is in the middle of a its break-in program. Press
ing used on all models with a 41TE. This program the enter key on the DRB II scan tool key pad to re-
will properly condition the torque converter clutch. turn the status to the start of break-in.
If screen (c) appears, the transmission control mod-

ule has completed its break-in status program. Press
the enter key on the DRB II scan tool key pad to return
the status to the start of break-in.
(9) After pressing the enter key a second time in step
8 a screen will appear that says ‘‘RESET LU CLUTCH
ARE YOU SURE ?’’. Press the enter key on the DRB II
scan tool key pad. The DRB II scan tool will then carry
out the reset command.
(10) After the DRB II scan tool completes the reset
command, a screen will appear saying ‘‘LU Clutch
Break-in Status has been RESET to Start’’. This screen
will indicate that the reset procedure has been success-
fully completed.
(11) Disconnect the DRB II scan tool from the blue
CCD Bus connector.
Fig. 3 Oil Filter
TRANSAXLE RECONDITION
Tag all clutch pack assemblies, as they are
removed, for reassembly identification.
CAUTION: Do not intermix clutch discs or plates as

the unit might then fail.
Fig. 4 Valve Body Attaching Bolts
Fig. 1 Oil Pan Bolts
Fig. 5 Push Park Rod Rollers from Guide Bracket
Fig. 2 Oil Pan

Fig. 6 Remove or Install Valve Body Fig. 9 Accumulator
Fig. 7 Valve Body Removed

Fig. 10 Low/Reverse Accumulator Snap Ring
Fig. 8 Accumulators
Fig. 11 Low/Reverse Accumulator Plug (Cover)
Fig. 12 Low/Reverse Accumulator Piston Fig. 14 Measure Input Shaft End Play
Fig. 13 Low/Reverse Accumulator Fig. 15 Pump Attaching Bolts

Measuring input shaft end play before disassembly
will usually indicate when a #4 thrust plate change
is required, (except when major parts are replaced).
The #4 thrust plate is located behind the overdrive
clutch hub.
Attach a dial indicator to transaxle bell housing
with its plunger seated against end of input shaft
(Fig. 14).
Move input shaft in and out to obtain end play
reading. End play specifications are .13 to .64 mm
(.005 to .025 inch).
Record indicator reading for reference when reas-
sembling the transaxle.
Fig. 16 Install Tool C-3752

CAUTION: Be sure input speed sensor is removed

before removing oil pump.
Fig. 20 Remove Bypass Valve

use old valve or attempt to clean old valve. When
Fig. 17 Remove Oil Pump installing bypass valve, insert with O-ring end to-
wards rear of case.
Fig. 18 Oil Pump Removed

Fig. 21 No.1 Caged Needle Bearing
Fig. 19 Oil Pump Gasket

Fig. 22 Input Clutches Assembly
CAUTION:The cooler bypass valve must be re-
placed if a transaxle failure has occurred. Do not re-
Fig. 23 Front Sun Gear Assembly Fig. 26 2/4 Clutch Retainer Snap Ring
Fig. 24 Front Carrier and Rear Annulus Assembly Fig. 27 Remove 2/4 Clutch Retainer
Fig. 25 Rear Sun Gear Fig. 28 2/4 Clutch Retainer

Tag 2/4 clutch pack for reassembly identifica-

tion.
Fig. 29 2/4 Clutch Return Spring
Fig. 32 Tapered Snap Ring
Fig. 30 2/4 Retainer and Spring Indexed
Fig. 33 Tapered Snap Ring Instructions
Fig. 31 2/4 Clutch Pack

Fig. 34 Snap Ring Installed Fig. 37 Low/Reverse Reaction Plate Snap Ring
Fig. 35 Low/Reverse Reaction Plate Fig. 38 Low/Reverse Clutch Pack
Fig. 36 Remove One Disc Fig. 39 Rear Cover Bolts

Tag low/reverse clutch pack for reassembly

identification.
Fig. 43 Remove Transfer Shaft Gear
Fig. 40 Rear Cover
Fig. 44 Install Transfer Shaft Gear
Fig. 41 Remove Transfer Shaft Gear Nut
Fig. 45 Tighten Nut to 271 NIm (200 Ft. Lbs.)
Fig. 42 Transfer Shaft Gear Nut and Washer

Fig. 46 Transfer Shaft Gear and (Select) Shim

Fig. 49 Install Transfer Shaft Bearing Cone
Fig. 47 Bearing Cup Retainer

Fig. 50 Remove Transfer Shaft Bearing Cup
Fig. 48 Remove Transfer Shaft Bearing Cone

Fig. 51 Install New Bearing Cup
Fig. 52 Transfer Shaft Bearing Snap Ring Fig. 55 Install Bearing Cone
Fig. 56 Bearing Cup Removed

Fig. 53 Transfer Shaft
Fig. 54 Remove Transfer Shaft Bearing Cone Fig. 57 Remove Output Gear Bolt
Fig. 58 Output Gear Bolt and Washer Fig. 61 Tighten Output Gear to 271 NIm (200 ft. lbs.)
Fig. 59 Remove Output Gear

Fig. 62 Output Gear and (Select) Shim
Fig. 60 Install Output Gear

Fig. 63 Remove Bearing Cone
Fig. 64 Install New Bearing Cone Fig. 67 Install Rear Carrier Bearing Cone
Fig. 65 Rear Carrier Assembly Fig. 68 Low/Reverse Spring Compressor Tool
Fig. 66 Remove Rear Carrier Bearing Cone Fig. 69 Compressor Tool in Use
CAUTION: When installing, be sure guide bracket

and split sleeve touch the rear of the transaxle
case.
Fig. 70 Remove or Install Snap Ring
Fig. 73 Anchor Shaft and Plug
Fig. 71 Low/Reverse Piston Return Spring
Fig. 74 Guide Bracket Pivot Shaft
Fig. 72 Drive Out Anchor Shaft
Fig. 75 Pivot Shaft and Guide Bracket

Fig. 76 Guide Bracket Assembled Fig. 79 Piston Retainer Attaching Screws
Fig. 77 Guide Bracket Disassembled Fig. 80 Piston Retainer
Fig. 78 Low/Reverse Clutch Piston Fig. 81 Piston Retainer Gasket

stalling the input clutches retainer, follow the instruc-

tions in Determining No. 4 Thrust Plate Thick-
ness.
Fig. 82 Remove Output Bearing Inner Cup

CAUTION: Drift bearing cup all the way around.
Fig. 85 Checking Output Gear Bearings End Play
Fig. 83 Remove Output Bearing Outer Cup
Fig. 86 Checking Output Gear Bearings Turning

Torque
Fig. 84 Install Both Output Bearing Cups

To assemble, reverse the above procedure. Be sure
to check both grounded clutch clearances. Before in-
Fig. 87 Check Low/Reverse Clutch Clearance
Press down clutch pack with finger and zero dial

indicator. Low/Reverse clutch pack clearance is
1.04 to 1.65mm (.042 to .065 inch).
Select the proper low/reverse reaction plate to
achieve specifications:
LOW/REVERSE REACTION PLATE CHART
Fig. 89 Select Thinnest No. 4 Thrust Plate
Fig. 90 View Through Input Speed Sensor Hole

Fig. 88 Check 2/4 Clutch Clearance
Press down clutch pack with finger and zero dial
indicator. The 2/4 clutch pack clearance is 0.76 to
2.64mm (.030 to .104 inch). If not within specifica-
tions, the clutch is not assembled properly. There is
no adjustment for the 2/4 clutch clearance.
DETERMINING NO. 4 THRUST PLATE

THICKNESS—INPUT SHAFT END PLAY
To determine the proper thickness of the No. 4 thrust
plate, select the thinnest No. 4 thrust plate. Using
petrolatum (Fig. 87) to hold thrust plate in position,
install input clutches assembly. Be sure the input
clutches assembly is completely seated (Fig. 88).
CAUTION: If view through input speed sensor hole is

not as shown above, the input clutches assembly is Fig. 91 Remove Oil Pump O-Ring
not seated properly. CAUTION: Be sure to reinstall O-ring on oil pump
after selecting the proper No. 4 thrust plate.
By removing the oil pump O-ring, you will be able to
install and remove the oil pump and gasket very easily Input shaft end play must be .005 to .025 inch.
to select the proper No. 4 thrust plate.
INPUT CLUTCHES-RECONDITION
DISASSEMBLY
Fig. 92 Measure Input Shaft End Play

For example, if end play reading is .055 inch, select
No. 4 Thrust Plate which is .071 to .074 thick. This
should provide an input shaft end play reading of Fig. 1 Tapping Reaction Plate
.020 inch which is within specifications.
See chart below to select the proper No. 4 thrust
plate.
NO. 4 THRUST PLATE CHART
Fig. 2 Reverse Clutch Snap Ring
Fig. 3 Pry Reverse Clutch Reaction Plate

Fig. 4 Reverse Clutch Reaction Plate Fig. 7 OD/Reverse Pressure Plate
Fig. 5 Reverse Clutch Pack Fig. 8 Waved Snap Ring

Tag reverse clutch pack for reassembly identi-
fication.
Fig. 9 Remove OD Clutch Pack
Fig. 6 OD/Reverse Pressure Plate Snap Ring

Fig. 13 No. 2 Needle Bearing

Fig. 10 Overdrive Clutch Pack
Tag overdrive clutch pack for reassembly iden-
tification.
Fig. 14 OD/UD Reaction Plate Tapered Snap Ring
Fig. 11 Overdrive Shaft Assembly
Fig. 15 OD/UD Reaction Plate
Fig. 12 Underdrive Shaft Assembly

CAUTION: Compress return spring just enough to

remove or install snap ring.
Fig. 16 Remove One UD Clutch Disc
Fig. 19 UD Spring Retainer Snap Ring
Fig. 17 UD Clutch Flat Snap Ring
Fig. 20 UD Return Spring and Retainer
Fig. 18 Underdrive Clutch Pack

Tag underdrive clutch pack for reassembly
identification.
Fig. 21 Underdrive Clutch Piston
Fig. 22 Input Hub Tapered Snap Ring Fig. 25 Pull Retainer from Piston
Fig. 26 Install Snap Ring

Fig. 23 Tap on Input Hub
Fig. 24 Input Hub Removed Fig. 27 Snap Ring and Return Spring
Fig. 28 Remove Input Shaft Snap Ring Fig. 2 Install Input Shaft Snap Ring
Fig. 29 Remove Input Shaft Fig. 3 Return Spring and Snap Ring
ASSEMBLY
Use petrolatum on all seals to ease assembly of
components.
Fig. 4 Install Snap Ring
Fig. 1 Install Input Shaft

Fig. 5 Install OD/Reverse Piston Fig. 8 Underdrive Clutch Piston
Fig. 6 Install Input Shaft Hub Assembly Fig. 9 Seal Compressor Special Tool 5067
Fig. 10 UD Return Spring and Retainer

Fig. 7 Input Hub Tapered Snap Ring
CAUTION: Compress return spring just enough to

remove or install snap ring.
Fig. 14 Install Last UD Clutch Disc
Fig. 11 Install UD Spring Retainer and Snap Ring
Fig. 15 OD/UD Reaction Plate
Fig. 12 Underdrive Clutch Pack
Fig. 16 Tapered Snap Ring
Fig. 13 UD Clutch Flat Snap Ring

Snap ring ends must be located within one Underdrive clutch pack clearance must be 0.91
finger of the input clutch hub. Be sure that snap to 1.47 mm (.036 to .058 inch). Select the proper
ring is fully seated, by pushing with screwdriver, reaction plate to achieve specifications:
into snap ring groove all the way around. UNDERDRIVE REACTION PLATE CHART
Fig. 17 Seating Tapered Snap Ring
Fig. 20 Install OD Clutch Pack
Fig. 18 Set Up Dial Indicator for Clutch Clearance
Fig. 21 Install Waved Snap Ring
Fig. 19 Use Hook Tool to Raise One Clutch Disc

Fig. 22 OD/Reverse Pressure Plate Fig. 25 Check OD Clutch Pack Clearance

The overdrive (OD) clutch pack clearance is
1.07 to 2.44 mm (.042 to .096 inch). If not within
specifications, the clutch is not assembled properly.
There is no adjustment for the OD clutch clearance.
Fig. 23 Pressure Plate Installed
Fig. 26 Install Reverse Clutch Pack
Fig. 24 Install Flat Snap Ring
Fig. 27 Install Reaction Plate

REVERSE CLUTCH SNAP RING CHART
All clutch clearances in the input clutch retainer

have now been checked and approved.
To complete the assembly of the input clutch re-
tainer, the reverse clutch and the overdrive clutch
must be removed from the retainer.
Fig. 28 Install Reverse Clutch Snap Ring CAUTION: Do not intermix clutch parts. Keep in ex-
act same order.
Now proceed with the next phase of the assembly:
Fig. 29 Seating Snap Ring to Determine Reverse

Clutch Clearance
Fig. 31 Install No. 2 Needle Bearing
Fig. 30 Check Reverse Clutch Pack Clearance

The reverse clutch pack clearance is 0.76 to
1.24 mm (.030 to .049 inch). Select the proper reverse Fig. 32 Install Underdrive Shaft Assembly
clutch snap ring to achieve specifications:
Fig. 33 Install No. 3 Thrust Washer Fig. 36 Input Clutch Assembly

VALVE BODY-RECONDITION
Prior to removing any transaxle subassemblies, plug
all openings and thoroughly clean exterior of the unit,
preferably by steam. Cleanliness through entire disas-
sembly and assembly cannot be overemphasized. When
disassembling, each part should be washed in a suit-
able solvent, then dried by compressed air. Do not
wipe parts with shop towels. All mating surfaces in
the transaxles are accurately machined; therefore,
careful handling of all parts must be exercised to avoid
nicks or burrs.
Tag all springs, as they are removed, for reas-
sembly identification.
Fig. 34 Install No. 3 Thrust Plate
Fig. 1 Oil Pan Bolts
Fig. 35 Install Overdrive Shaft Assembly

Now that both shaft assemblies and thrust washers
are properly installed, reinstall overdrive clutch and
reverse clutch as shown in Figures 20 through 28.
Rechecking these clutch clearances is not neces-
sary, as they were set and approved previously.
Fig. 2 Oil Pan Fig. 5 Push Park Rod Rollers from Guide Bracket
Fig. 3 Oil Filter Fig. 6 Remove or Install Valve Body
Fig. 4 Valve Body Attaching Bolts Fig. 7 Valve Body Removed

CAUTION: The valve body manual shaft pilot may

distort and bind the manual valve if the valve body
is mishandled or dropped.
Fig. 10 Transfer Plate and Separator Plate
Fig. 8 Manual Shaft Screw
Fig. 11 Transfer Plate
Fig. 9 Retaining Plate Screw
Fig. 12 Ball Check and Retainer Locations

Ä
TRANSAXLE
Fig. 13 Springs and Valves Identification

21 - 135
Fig. 14 Remove or Install Dual Retainer Plate Fig. 17 Install Oil Pump Seal
DIFFERENTIAL REPAIR
The transfer shaft should be removed for differen-
tial repair and bearing turning torque checking.
Fig. 15 Remove or Install Retainer Plate

When installing valve body assembly onto tran-
saxle, observe Figure 5. Guide park rod rollers into
guide bracket, while shifting manual lever assembly Fig. 1 Remove Extension Seal
out of the installation position.
OIL PUMP SEAL REPLACE
Fig. 2 Install New Seal Into Extension
Fig. 16 Remove Oil Pump Seal

Fig. 3 Differential Cover Bolts Fig. 6 Remove or Install Bearing Retainer
Fig. 4 Remove or Install Differential Cover Fig. 7 Differential Bearing Retainer
Fig. 5 Differential Retainer Bolts Fig. 8 Extension Bolts

Fig. 9 Remove or Install Extension Fig. 12 Install Differential Bearing Cone
Fig. 10 Differential and Extension Fig. 13 Remove Differential Bearing Cone
Fig. 11 Remove Differential Bearing Cone Fig. 14 Install Differential Bearing Cone
Fig. 15 Torque New Ring Gear Bolts to 95 NIm (70 Fig. 18 Remove or Install Pinion Gears, Side Gears,
ft. lbs.) and Tabbed Thrust Washers, by Rotating Pinion
CAUTION: Always install NEW ring gear bolts. Bolts Gears to Opening in Differential Case
must be properly torqued.

Fig. 16 Remove Pinion Shaft Roll Pin

Fig. 17 Remove or Install Pinion Shaft CAUTION: Side gear end play must be within .001
to .013 inch.

.037, .042, and .047 inch.
Fig. 23 Install New Oil Seal

CAUTION: Side gear end play must be within .001
to .013 inch.

.037, .042, and .047 inch.
Fig. 24 Remove Bearing Cup
Fig. 22 Remove Oil Seal

• Transaxle case
• Differential carrier
• Differential bearing cups and cones
Refer to Bearing Adjustment Procedure in rear Fig. 25 Differential Bearing Retainer
torque.
Fig. 26 Install Bearing Cup Fig. 28 Tool L-4436 and Torque Wrench
ant. Use MOPARt Adhesive Sealant on retainer
to seal retainer to case.
Fig. 29 Checking Differential Bearings Turning

Torque
show signs of pitting or heat distress.
If distress is seen on either the cup or bearing rollers,
both cup and cone must be replaced.
Bearing end play and drag torque specifica-
tions must be maintained to avoid premature
bearing failures.
Used (original) bearing may lose up to 50
of the original drag torque after break-in.
Fig. 27 Checking Differential End Play All bearing adjustments must be made with no
other component interference or gear inter-
BEARING ADJUSTMENT PROCEDURE
mesh, except the transfer gear bearing.
GENERAL RULES ON SERVICING BEARINGS Oil all bearings before checking turning torque.
(1) Take extreme care when removing and in stalling
OUTPUT GEAR BEARING
bearing cups and cones. Use only an arbor press for
With output gear removed:
installation, as a hammer may not properly align the
(1) Install a 4.50 mm (0.177 inch) gauging shim on
bearing cup or cone. Burrs or nicks on the bearing seat
the rear carrier assembly hub, using grease to hold the
will give a false end play reading, while gauging for
shim in place.
proper shims. Improperly seated bearing cup and cones (2) Install output gear and bearing assembly. Torque
are subject to low-mileage failure. to 271 NIm (200 ft. lbs.).
(a) Attach Tool L-4432 to the gear. (2) Install a .50 mm (.020 inch) gauging shim and
(b) Push and pull the gear while rotating back reinstall the bearing cup into the retainer. Use an
and forth to insure seating of the bearing rollers. arbor press to install the cup.
(c) Using a dial indicator, mounted to the tran- Oil Baffle is not required when making shim
saxle case, measure output gear end play. selection.
(4) Once bearing end play has been determined, re- (3) Install the bearing retainer into the case and
fer to the output gear bearing shim chart for the re- torque bolts to 28 NIm (250 in. lbs.).
quired shim to obtain proper bearing setting. (4) Position the transaxle assembly vertically on the
(5) Use Tool 6259 to remove the retaining bolt and support stand and install Tool C-4995 into side gear.
washer. To remove the output gear, use Tool L-4407. (5) Rotate the differential at least one full revolution
(6) Remove the gauging shim and install the to ensure the tapered roller bearings are fully seated.
proper shim. Use grease to hold the shim in place. DIFFERENTIAL BEARING SHIM CHART
Install the output gear and bearing assembly.
CAUTION: Always use new retaining bolt, old re-

taining bolt may not be reused.
(7) Install the new retaining bolt and washer.

Tighten to 271 NIm (200 ft. lbs.).
(8) Using an inch-pound torque wrench, check the
turning torque. The torque should be between 3
and 8 inch-pounds.
If the turning torque is too high, install a .04 mm
(.0016 inch) thicker shim. If the turning torque is too
low, install a .04 mm (.0016 inch) thinner shim. Re-
peat until the proper turning torque is 3 to 8 inch
pounds.
OUTPUT GEAR BEARING SHIM CHART
(6) Attach a dial indicator to the case and zero the

dial indicator. Place the indicator tip on the end of Tool
L-4436.
(7) Place a large screwdriver to each side of the ring
gear and lift. Check the dial indicator for the amount of
end play.
DIFFERENTIAL BEARING CAUTION: Do not damage the transaxle case and/or

(1) Remove the bearing cup from the differential differential cover sealing surface.
bearing retainer using Tool L-4518, and remove the
existing shim from under the cup.
(8) When the end play has been determined, refer to TRANSFER BEARING SHIM CHART
the Differential Bearing Shim Chart for the correct
shim combination to obtain the proper bearing setting.
(9) Remove the differential bearing retainer. Re-
move the bearing cup and the .50 mm (.020 inch)
gauging shim.
(10) Install the proper shim combination under the
bearing cup. Make sure the oil baffle is installed
properly in the bearing retainer, below the bearing
shim and cup.
(11) Install the differential bearing retainer. Seal
the retainer to the housing with MOPARt Adhesive
Sealant and torque bolts to 28 NIm (250 in. lbs.).
(12) Using Tool C-4995 and an inch-pound torque
wrench, check the turning torque of the differential.
The turning torque should be between 5 and 18
inch-pounds.
If the turning torque is too high, install a .05
mm (.002 inch) thinner shim. If the turning
torque is too low, install a .05 mm (.002 inch)
thicker shim. Repeat until 5 to 18 inch-pounds
turning torque is obtained.
TRANSFER SHAFT BEARING

(1) Use Tool 6259 to remove the retaining nut and
washer. Remove the transfer shaft gear using Tool
L-4407.
(2) Install a 4.66 mm (.184 inch) gauging shim on the
transfer shaft.
(3) Install transfer shaft gear and bearing assembly
and torque the nut to 271 NIm (200 ft. lbs.).
(a) Attach Tool L-4432 to the transfer gear.
(b) Mount a steel ball with grease into the end of
the transfer shaft. used. Always use a new retaining nut when reassem-
(c) Push and pull the gear while rotating back and bling.
forth to insure seating of the bearing rollers.
(d) Using a dial indicator, measure transfer shaft (8) Install the new retaining nut and washer and
end play. torque to 271 NIm (200 ft. lbs.). Measure transfer
(5) Refer to the Transfer Bearing Shim Chart for the shaft end play, end play should be .05 to .10 mm
required shim combination to obtain the proper bear- (.002 to .004 inch).
ing setting. (9) Measure bearing end play as outlined in Step (4).
(6) Use Tool 6259 to remove the retaining nut and End play should be between .05 mm and .10 mm (.002
washer. Remove the transfer shaft gear using Tool to .004 inch).
L-4407. If end play is too high, install a .04 mm (.0016
(7) Remove the gauging shim and install the correct inch) thinner shim. If end play is too low, install
shim. Install the transfer gear and bearing assembly. a .04 mm (.0016 inch) thicker shim combination.
Repeat until .05 to .10 mm (.002 to .004 inch) end
CAUTION: Original retaining nut may not be re- play is obtained.
BEARING SHIM CHART

41TE ON-BOARD DIAGNOSTICS
INDEX
page page
CCD Bus . . . . . . ........... .. . . . . . . . . . . . 145 General Information . . . . . . . . . . . . . . . . . . . . . . 145
Diagnostic Trouble Code Charts . . . . . . . . . . . . 146 Limp-In Mode . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Diagnostic Trouble Codes . . . . .. . . . . . . . . . . . 145 On-Board Diagnostics Information . . . . . . . . . . . 145
DRB II Scan Tool .......... .. . . . . . . . . . . . 146
GENERAL INFORMATION • Internal failure of any module connected to the bus.

The information in this manual is designed to help The CCD bus should have 2.5 volts (+2.5 volts on
the technician understand and repair the transaxle CCD+ and -2.5 volts on CCD-).
with the aid of the built in on-board diagnostics. The bus error message displayed by the DRB II scan
Chrysler Corporation has developed a com- tool should be helpful in diagnosing the CCD bus.
plete set of diagnostic manuals which cover the For more information on diagnosing CCD bus prob-
diagnosis of the 41TE transaxle. They have been lems, refer to the 1993 Diagnostic Procedures Manual
designed to make transaxle diagnosis accurate (non-communication with the CCD bus). All other
and simple. Use these manuals with the DRB II problems refer to the 1993 Body Vehicle Communica-
scan tool and the latest cartridge, when diagnos- tions Diagnostic Procedures Manual.
ing transaxle problems.
DIAGNOSTIC TROUBLE CODES
ON-BOARD DIAGNOSTICS INFORMATION Diagnostic Trouble Codes are two-digit numbers that
The 41TE transaxle is controlled and monitored by identify which circuit is malfunctioning. A code can be
the transmission control module. The transmission
set for hydraulic and mechanical reasons as well as for
control module monitors critical input and output
electrical problems. In most cases, codes do not pin-
circuits within the transaxle.
point which specific component is defective.
Some circuits are tested continuously; others are
Diagnostic trouble codes can only be read with
checked only under certain conditions. Each circuit
monitored by the transmission control module has a the use of the DRB II scan tool or equivalent.
corresponding fault message assigned to it that can be
HARD FAULTS
read with the DRB II scan tool.
Any Diagnostic trouble code that comes back within
If the on-board diagnostic system senses that one of
3 engine starts (reset count 3 or less) is a ‘‘Hard Fault’’.
the circuits is malfunctioning, the corresponding code
This means that the defect is there every time the
is stored in memory. If the malfunction goes away after
the code is stored, the transmission control module will transmission control module checks that circuit.
erase the code after 75 key cycles.
SOFT FAULTS
A ‘‘Soft Fault’’ is one that occurs intermittently. It is
CCD BUS
In order to diagnose the 41TE transaxle, diagnostic not there every time the transmission control module
trouble codes in the transmission control module’s checks the circuit. Most soft faults are caused by wiring
memory should be read. Use the Diagnostic Readout or connector problems. Intermittent defects must be
Box (DRB II) scan tool to read codes. If more than one looked for under the specific conditions that caused
diagnostic trouble code exists, diagnostic priority them.
should be given to the most recent code. With CCD bus
bias and communication problems, the DRB II scan LIMP-IN MODE
tool displays an appropriate message. Diagnostic The transmission control module continuously
trouble codes might not be accessible until the bus checks for electrical and internal transaxle problems.
problem is fixed. The following is a list of probable When a problem is sensed, the transmission control
causes for a bus problem: module stores a diagnostic trouble code. All but twelve
• Open or short to ground/battery in either or both of these codes cause the transaxle to go into the
CCD bus wires (pins 4 and 43). ‘‘Limp-in mode’’. While in this mode, electrical power is
• Open or short to ground/battery in either or both taken away from the transaxle. When this happens,
41TE transaxle’s bias wires (pin 5 and 44) on vehicles the only transaxle ranges that will function are:
requiring the transaxle to bias the bus.
• Open or short to ground/battery in the diagnostic
connector bus wire.
• Park blue CCD bus connector located under the instru-

• Neutral ment panel. Refer to the ‘‘Using the DRB II Scan
• Reverse Tool’’ manual or the Diagnostic Procedures Manual
• Second Gear for information on how to use the DRB II scan tool.
No upshifts or downshifts are allowed while in the
Limp-in mode. The position of the manual valve DIAGNOSTIC TROUBLE CODE CHARTS
alone allows the three ranges that are available. Below is a brief description of what each section of
Although engine performance will be reduced while the diagnostic trouble code charts are addressing.
in this mode, the vehicle can be driven in for service. • DIAGNOSTIC TROUBLE CODE-Tells the code
number and name (as shown on the DRB II scan
DRB II SCAN TOOL tool).
The DRB II scan tool is a diagnostic read-out box • BACKGROUND-A brief description of the circuit
designed by Chrysler to gain access to the on-board that the transmission control module is monitoring.
diagnostics. These on-board diagnostics are found on • WHEN CHECKED-The point of time or condition
all Chrysler-built cars and trucks. when the transmission control module makes it’s sys-
The DRB II scan tool has a few diagnostic capabil- tem check.
ities by itself. To perform most diagnostic tests, a • ARMING CONDITIONS-The parameters that
program cartridge must be inserted. It contains the must be met before a code can be set.
diagnostic test programs. • FAULT CONDITION-What the transmission con-
There are scan tools available from other manufac- trol module saw that is determined to be a problem.
tures that can be used on Chrysler vehicles. How- (ie. voltage to high or low, switch/solenoid problems)
ever, the diagnostic test procedures in this manual • FAULT SET TIME-Refers to the amount of time
have been designed for use with the Chrysler’s DRB (in seconds) a failure must occur before a diagnostic
II scan tool. trouble code is set in memory.
The DRB II scan tool operates by communicating • EFFECT-Refers to how the fault effects transaxle
with the module of the vehicle system being tested. operations.
To communicate with the transmission control mod- • POSSIBLE CAUSE-Refers to the systems or cir-
ule, the DRB II scan tool must be connected to the cuits which could cause the fault to be recorded.
DIAGNOSTIC TROUBLE CODE 11





DIAGNOSTIC TROUBLE CODE 21-27










THREE SPEED TRANSAXLE HYDRAULIC SCHEMATICS
THREE SPEED TRANSAXLE HYDRAULIC SCHEMATIC

Ä
TRANSAXLE

21 - 163
21 - 164
TRANSAXLE

Ä
Ä
TRANSAXLE
21 - 165

21 - 166
TRANSAXLE
Ä

Ä
TRANSAXLE
21 - 167

21 - 168
TRANSAXLE

Ä
Ä
TRANSAXLE
21 - 169

41TE FOUR SPEED TRANSAXLE HYDRAULIC SCHEMATICS
41TE TRANSAXLE HYDRAULIC SCHEMATIC

Ä
TRANSAXLE
21 - 171

21 - 172
TRANSAXLE
Ä

Ä
TRANSAXLE
21 - 173

21 - 174
TRANSAXLE
Ä

Ä
TRANSAXLE

21 - 175
21 - 176
TRANSAXLE
Ä

Ä
TRANSAXLE
21 - 177

21 - 178
TRANSAXLE
Ä

Ä
TRANSAXLE
21 - 179

21 - 180
TRANSAXLE

Ä
Ä
TRANSAXLE
21 - 181

21 - 182
TRANSAXLE
Ä

SPECIFICATIONS
THREE SPEED TRANSAXLE
41TE FOUR SPEED TRANSAXLE
MANUAL TRANSAXLE FLUID FILL

MANUAL TRANSAXLE TIGHTENING REFERENCE
THREE SPEED TRANSAXLE TIGHTENING REFERENCE

41TE FOUR SPEED TRANSAXLE TIGHTENING REFERENCE

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Ä TRANSAXLE 21 - 1

41TE FOUR SPEED AUTOMATIC TRANSAXLE . 85 SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . 183

A-523, A-543, and A-568 MANUAL TRANSAXLE

A-523 AND A-543 MANUAL TRANSAXLE

A-568 HEAVY—DUTY MANUAL TRANSAXLE

Fig. 3 Gearshift Mechanism

shift lever through all gear ranges. If the gearshift

Fig. 6 Install Gearshift Knob

Fig. 4 Manual Transaxle Pinned in the Neutral

Fig. 8 Remove Cables

(9) Remove selector shaft housing bolts (note the two

TRANSAXLE REMOVAL AND INSTALLATION

Fig. 2 Left Engine Mount Bolt Location

Fig. 1 Engine Support Fixture

CAUTION:Left engine mounting bolts used in posi-

OUT OF CAR TRANSAXLE—DISASSEMBLE AND

Fig. 4 Remove Differential Cover

Fig. 1 Remove or Install 2 Extension Outer Bolts

Fig. 5 Differential Cover Removed

Fig. 2 Remove or Install 3 Differential Bearing

Fig. 6 Remove or Install 2 Extension Bolts

Fig. 3 Remove or Install Differential Cover Bolts

Fig. 7 Remove or Install Extension Fig. 10 Differential Assembly Removed

Fig. 8 Remove or Install 3 Differential Bearing

Fig. 3 Remove 5th Fork Roll Pin Fig. 6 Snap Ring

Fig. 9 Remove or Install 5th Gear Nut Fig. 12 Interlock Shuttles

Fig. 10 Bearing Retainer Plate Bolts Fig. 13 Interlock Plate

Fig. 11 Bearing Retainer Plate

Fig. 14 A-523/A-543/A-568 Shift Forks and Shift Rail Components

Fig. 16 Gearshift Housing Removed

Fig. 15 Gearshift Housing Bolts

To install gearshift housing, be sure to reverse

Fig. 19 Install 1-2 Shift Lug Roll Pin

Fig. 17 Remove Roller Detents

Fig. 20 Remove 1-2 Shift Fork Roll Pin

Fig. 18 Remove 1-2 shift Lug Roll Pin

Fig. 21 Reverse Pivot Lever

CAUTION: Pry only at slot as shown (Fig. 30).

Fig. 28 1-2 Shift Rail and Shift Lug

Fig. 31 Bearing Support Plate

Fig. 29 Remove or Install Large Snap Ring

Fig. 32 Remove or Install Reverse Idler Gear

Fig. 30 Pry Bearing Retainer Plate to Remove

Fig. 33 Reverse Idler Gear Assembly

Fig. 35 Gear Set Fig. 3 Clutch Release Shaft Components

Fig. 4 Remove or Install Input Shaft Seal Retainer

Fig. 6 Install New Input Shaft Seal

Fig. 1 Remove Input Shaft Front Bearing Cup

Fig. 7 Remove or Install Reverse Shift Lever E-Clip

Fig. 2 Install Input Shaft Front Bearing Cup

Fig. 4 Remove Intermediate Shaft Front Bearing

Fig. 5 Oil Feeder Fig. 2 Remove Intermediate Shaft Rear Bearing

Fig. 3 Install Intermediate Shaft Rear Bearing

Fig. 5 Remove 3-4 Synchronizer Hub and 3rd Speed

Fig. 5 Intermediate Shaft Assembly

Fig. 1 1-2 and 3-4 Synchronizer Sleeves and Hubs

Fig. 2 5th Speed Synchronizer

Fig. 3 Synchronizer Identification

Fig. 1 Gearshift Housing Disassembled