40TE Automatic Transmission - Service Information: Overview Dodge Avenger II facelift

Scheme 153

The 40TE is a four-speed transaxle that is a conventional hydraulic/mechanical assembly with an integral differential, and is controlled with adaptive electronic controls and monitors. (Scheme 153) The hydraulic system of the transaxle consists of the transaxle fluid, fluid passages, hydraulic valves, and various line pressure control components. An input clutch assembly which houses the underdrive, overdrive, and reverse clutches is used. It also utilizes separate holding clutches: 2nd/4th gear and Low/Reverse. The primary mechanical components of the transaxle consist of the following

1. Three multiple disc input clutches
2. Two multiple disc holding clutches
3. Four hydraulic accumulators
4. Two planetary gear sets
5. Hydraulic oil pump
6. Valve body
7. Solenoid/Pressure switch assembly
8. Integral differential assembly

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

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

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

Scheme 154

The 40TE transaxle is identified by a barcode label (1) that is fixed to the transaxle case. (Scheme 154)

Scheme 155

The label contains a series of digits that can be translated into useful information such as transaxle part number, date of manufacture, manufacturing origin, plant shift number, build sequence number, etc. for identification label breakdown. (Scheme 155)

If the tag is not legible or missing, the "PK" number, which is stamped into the transaxle case behind the transfer gear cover, can be referred to for identification. This number differs slightly in that it contains the entire transaxle part number, rather than the last three digits.

OPERATION

Transmission output is directed to an integral differential by a transfer gear system in the following input-to-output ratios

DESCRIPTION

The 41TE underdrive, overdrive, low/reverse, and 2/4 clutch hydraulic circuits each contain an accumulator. An accumulator typically consists of a piston (2), seal rings (3) return spring(s) (1) and a cover or plug. see scheme 169 The overdrive and underdrive accumulators are located within the transaxle case, and are retained by the valve body.

The low reverse accumulator (1) is also located within the transaxle case, but the assembly is retained by a cover and a snap-ring. see scheme 170

Scheme 156

The 2/4 accumulator is located in the valve body (1). see scheme 171 It is retained by a cover and retaining screws.

The function of an accumulator is to cushion the application of a frictional clutch element. When pressurized fluid is applied to a clutch circuit, the application force is dampened by fluid collecting in the respective accumulator chamber against the piston and spring(s). The intended result is a smooth, firm clutch application.

Scheme 157

Refer to the exploded view as necessary when performing the following steps. see scheme 172

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Scheme 172

1. Mount input clutch assembly to Input Clutch Pressure Fixture (special tool #8391, Fixture, Pressure Test).
2. Tap down reverse clutch reaction plate to release pressure from snap ring (2). see scheme 173 1 - REACTION PLATE 2 - SCREWDRIVER 3 - REVERSE CLUTCH SNAP RING (SELECT)
3. Remove reverse clutch snap ring (3). see scheme 174 1 - REVERSE CLUTCH REACTION PLATE 2 - SCREWDRIVER 3 - SCREWDRIVER
4. Pry up (2, 3) and remove reverse clutch reaction plate (1). see scheme 175 1 - SNAP RING 2 - REACTION PLATE 3 - CLUTCH DISC (2) 4 - CLUTCH PLATE (1) 5 - INPUT CLUTCH ASSEMBLY
5. Remove reverse clutch pack (1, 2, 3 and 4). see scheme 176 Tag components for assembly identification. 1 - SNAP RING 2 - OD/REVERSE PRESSURE PLATE 3 - SNAP RING (WAVE) 4 - CLUTCH DISC (3) 5 - CLUTCH STEEL (2) 6 - INPUT CLUTCH ASSEMBLY
6. Remove the OD/Reverse pressure plate snap ring (1). see scheme 177
7. Remove OD/Reverse pressure plate (2).
8. Remove OD/Reverse pressure plate wave snap ring (3).
9. Remove OD clutch pack (4, 5). Tag components for assembly identification. 1 - OVERDRIVE SHAFT 2 - #3 THRUST PLATE (3 TABS) 3 - #3 THRUST WASHER (5 TABS) 4 - UNDERDRIVE SHAFT 5 - #2 NEEDLE BEARING (3 TABS) 6 - INPUT CLUTCH ASSEMBLY
10. Remove and inspect OD (1) and UD (4) Shafts, as well as #3 thrust washer (3) and plate (2), and #2 needle bearing (5). see scheme 178 1 - SNAP RING (TAPERED) 2 - OD/UD REACTION PLATE 3 - CLUTCH DISC (3) 4 - SNAP RING (FLAT) 5 - CLUTCH PLATE (3) 6 - INPUT CLUTCH ASSEMBLY
11. Remove the OD/UD reaction plate (2) tapered snap ring (1), reaction plate, and first friction disc (3). see scheme 179 1 - SNAP RING PLIERS 2 - ARBOR PRESS RAM 3 - SNAP RING 4 -COMPRESSOR 5059-A
12. Remove the UD clutch flat snap ring (3) and rest of UD clutch pack. see scheme 180 Tag clutch pack for assembly identification. CAUTION: Compress return spring just enough to remove or install snap ring.
13. Using Compressor (special tool #5059-A, Compressor, Spring) (4) and an Arbor Press (2), compress UD clutch piston/spring enough to remove snap ring (3). 1 - SNAP RING 2 - SPRING RETAINER 3 - SPRING 4 - UD CLUTCH PISTON 5 - SEAL, OUTER 6 - SEAL, INNER 7 - INPUT CLUTCH ASSEMBLY
14. Remove spring retainer (2), spring (3), and piston (4). see scheme 181 1 - INPUT SHAFT 2 - INPUT HUB SNAP RING (TAPERED SIDE UP WITH TABS IN CAVITY) 3 - SNAP RING PLIERS
15. Remove input hub tapered snap ring (2). see scheme 182 1 - INPUT SHAFT AND HUB ASSEMBLY 2 - PLASTIC HAMMER
16. Tap on input hub (1) with soft faced hammer (2) and separate input hub from OD/Reverse piston and clutch retainer. see scheme 183 1 - OVERDRIVE/REVERSE PISTON 2 - INPUT CLUTCHES RETAINER
17. Separate clutch retainer (2) from OD/Reverse piston (1). see scheme 184 1 - ARBOR PRESS RAM (COMPRESS RETURN SPRING JUST ENOUGH TO REMOVE OR INSTALL SNAP RING) 2 - SCREWDRIVER 3 - SNAP RING 4 - DISC 6057 5 - OD/REVERSE PISTON 6 - RETURN SPRING
18. Using Disc (special tool #6057, Disc, Spring Compressor) (4) and an Arbor Press, compress return OD/Reverse piston return spring just enough to remove snap ring (3). see scheme 185 1 - INPUT SHAFT 2 - SHARP-POINTED TOOL 3 - SNAP RING 4 - O-RINGS 5 - SEALS
19. Remove input shaft to input clutch hub snap ring (3). see scheme 186 1 - ARBOR PRESS RAM 2 - SOCKET 3 - SEAL 4 - O-RINGS 5 - INPUT SHAFT 6 - SEAL 7 - INPUT SHAFT HUB ASSEMBLY
20. Using a suitably sized socket (2) and an Arbor Press (1), remove input shaft from input shaft hub (7). see scheme 187

Scheme 173

Use petrolatum on all seals to ease assembly of components.

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1. Using an arbor press (2), install input shaft (1) to input shaft hub (3). see scheme 188 1 - INPUT SHAFT 2 - SCREWDRIVER (DO NOT SCRATCH BEARING SURFACE) 3 - SNAP RING 4 - O-RINGS 5 - SEALS
2. Install input shaft snap ring (3). see scheme 189 1 - OD/REVERSE PISTON 2 - RETURN SPRING 3 - SNAP RING 4 - O-RING
3. Place OD/Reverse piston (1) return spring (2) and snap ring (3) into position. see scheme 190 1 - ARBOR PRESS RAM (COMPRESS RETURN SPRING JUST ENOUGH TO REMOVE OR INSTALL SNAP RING) 2 - SCREWDRIVER 3 - SNAP RING 4 - DISC 6057 5 - OD/REVERSE PISTON 6 - RETURN SPRING
4. Using an Arbor Press (1) and Disc (special tool #6057, Disc, Spring Compressor) (4), install OD/Reverse piston (5) return spring (6) and snap ring (3). see scheme 191 1 - PUSH DOWN TO INSTALL OVERDRIVE/REVERSE PISTON 2 - INPUT CLUTCHES RETAINER
5. Install the OD/Reverse piston assembly (1) to the input clutch retainer (2). see scheme 192 1 - PUSH DOWN TO INSTALL INPUT SHAFT HUB ASSEMBLY (ROTATE TO ALIGN SPLINES) 2 - OD/REV. PISTON
6. Install the input hub/shaft assembly (1) to the OD/Reverse piston/clutch retainer assembly (2). see scheme 193 1 - INPUT SHAFT 2 - INPUT HUB SNAP RING (TAPERED SIDE UP WITH TABS IN CAVITY) 3 - SNAP RING PLIERS
7. Install input hub tapered snap ring (2). see scheme 194 1 - PISTON
8. Install UD clutch piston (1). see scheme 195 1 - PISTON RETURN SPRING 2 - INSTALLER 5067 3 - INPUT SHAFT CLUTCHES RETAINER ASSEMBLY
9. Install UD piston return spring (1) and Installer (special tool #5067, Installer, Seal) (2). see scheme 196 1 - SNAP RING 2 - SPRING RETAINER 3 - SPRING 4 - UD CLUTCH PISTON 5 - SEAL, OUTER 6 - SEAL, INNER 7 - INPUT CLUTCH ASSEMBLY Refer to the exploded view as necessary when performing the following steps. see scheme 197 1 - UNDERDRIVE SPRING RETAINER 2 - SNAP RING 3 - SEAL 4 - PISTON RETURN SPRING
10. Place the UD spring retainer (1) and snap ring (2) into position. see scheme 198 1 - ARBOR PRESS RAM 2 - SNAP RING PLIERS 3 - SNAP RING 4 - OD/REVERSE PISTON 5 - INSTALLER 5067 6 - COMPRESSOR 5059-A
11. Using Compressor (special tool #5059-A, Compressor, Spring) (6) and an arbor press (1), Install the UD spring retainer and snap ring (3), Compress just enough to install snap ring. (Scheme 156) CAUTION: Compress return spring just enough to install snap ring. 1 - CLUTCH DISC 2 - CLUTCH PLATE
12. Install the UD clutch pack (1, 2). (Scheme 157) Leave out upper disc, until snap ring is installed. 1 - UNDERDRIVE CLUTCH REACTION PLATE FLAT SNAP RING 2 - SCREWDRIVER
13. Install the UD clutch flat snap ring (1) using a screwdriver (2). (Scheme 158) 1 - ONE UNDERDRIVE CLUTCH DISC
14. Install the last UD clutch disc (1). (Scheme 159) 1 - OD/UD CLUTCH REACTION PLATE (TAPERED STEP SIDE UP)
15. Place the OD/UD clutch reaction plate (1) and snap ring into position. (Scheme 160) The OD/UD clutches reaction plate has a step on both sides. Install the OD/UD clutches reaction plate tapered step side up. 1 - OVERDRIVE/UNDERDRIVE CLUTCHES REACTION PLATE TAPERED SNAP RING 2 - SCREWDRIVER (DO NOT SCRATCH REACTION PLATE)
16. Install the snap ring (1) using a screwdriver (2). (Scheme 161) NOTE: Snap ring ends must be located within one finger of the input clutch hub. Be sure that snap ring is fully seated, by pushing with screwdriver, into snap ring groove all the way around. 1 - OVERDRIVE/UNDERDRIVE CLUTCHES REACTION PLATE TAPERED SNAP RING 2 - SCREWDRIVER
17. Seat tapered snap ring (1) to ensure proper installation. (Scheme 162) 1 - INPUT CLUTCH ASSEMBLY 2 - INPUT CLUTCH PRESSURE FIXTURE 8391
18. Install input clutch assembly (1) to the Input Clutch Pressure Fixture Tool (special tool #8391, Fixture, Pressure Test) (2). (Scheme 163) 1 - DIAL INDICATOR 2 - UNDERDRIVE CLUTCH
19. Set up dial indicator (1) on the UD clutch pack (2). (Scheme 164) 1 - DIAL INDICATOR 2 - UNDERDRIVE CLUTCH
20. Using moderate pressure, press down and hold (near indicator) (1) the UD clutch pack (2) with screwdriver or suitable tool and zero dial indicator. (Scheme 165) When releasing pressure on clutch pack, indicator reading should advance 0.005-0.010. CAUTION: Do not apply more than 30 psi (206 kPa) to the underdrive clutch pack.
21. Apply 30 psi (206 kPa) to the underdrive hose on Tool (special tool #8391, Fixture, Pressure Test) and measure UD clutch clearance. Measure and record UD clutch pack measurement in four places, 90° apart.
22. Take average of four measurements and compare with UD clutch pack clearance specification. Underdrive clutch pack clearance must be 0.94-1.50 mm (0.037-0.059 in.).
23. If necessary, select the proper reaction plate to achieve specifications: UNDERDRIVE REACTION PLATE THICKNESS 4659939AB 5.837-5.937 mm (0.230-0.234 in.) 4659940AB 6.147-6.248 mm (0.242-0.246 in.) 4659941AB 6.457-6.557 mm (0.254-0.258 in.) 1 - CLUTCH DISC 2 - CLUTCH PLATE
24. Install the OD clutch pack (1, 2). (Scheme 166) 1 - OVERDRIVE PRESSURE PLATE WAVED SNAP RING 2 - SCREWDRIVER
25. Install OD pressure plate waved snap ring (1) using a screwdriver (2). (Scheme 167) 1 - OVERDRIVE/REVERSE PRESSURE PLATE 2 - (STEP SIDE DOWN)
26. Install the OD/Reverse pressure plate (1) with large step down (towards OD clutch pack) (2). (Scheme 168) 1 - SNAP RING 2 - OD/REVERSE PRESSURE PLATE 3 - SNAP RING (WAVE) 4 - CLUTCH DISC (3) 5 - CLUTCH STEEL (2) 6 - INPUT CLUTCH ASSEMBLY Refer to the exploded view as necessary when performing the following steps. (Scheme 169) 1 - ARBOR PRESS RAM 2 - COMPRESSOR 5059-A 3 - FLAT SNAP RING
27. Install OD pressure plate flat snap ring (3) using Compressor (special tool #5059-A, Compressor, Spring) (2) and an Arbor Press (1). (Scheme 170) 1 - DIAL INDICATOR 2 - OD/REVERSE REACTION PLATE
28. Measure OD clutch pack clearance. Set up dial indicator (1) on top of the OD/Reverse pressure plate (2). (Scheme 171)
29. Zero dial indicator and apply 30 psi (206 kPa) air pressure to the overdrive clutch hose on Input Clutch Pressure Fixture (special tool #8391, Fixture, Pressure Test). Measure and record OD clutch pack measurement in four places, 90° apart.
30. Take average of four measurements and compare with OD clutch pack clearance specification. The overdrive (OD) clutch pack clearance is 1.07-3.25 mm (0.042-0.128 in.). If not within specifications, the clutch is not assembled properly. There is no adjustment for the OD clutch clearance. 1 - REVERSE CLUTCH PLATE 2 - REVERSE CLUTCH DISCS
31. Install reverse clutch pack (two frictions/one steel) (1, 2). 1 - REVERSE CLUTCH REACTION PLATE (FLAT SIDE DOWN)
32. Install reverse clutch reaction plate with the flat side down towards reverse clutch (1). (Scheme 173) 1 - SNAP RING 2 - REACTION PLATE 3 - CLUTCH DISC (2) 4 - CLUTCH PLATE (1) 5 - INPUT CLUTCH ASSEMBLY Refer to the exploded view as necessary when performing the following steps. (Scheme 174) 1 - REVERSE CLUTCH SNAP RING (SELECT) 2 - SCREWDRIVER 3 - REVERSE CLUTCH REACTION PLATE
33. Tap reaction plate (3) down to allow installation of the reverse clutch snap ring (1). (Scheme 175) Install reverse clutch snap ring (1). 1 - SCREWDRIVER 2 - SNAP RING 3 - SCREWDRIVER 4 - MUST RAISE REVERSE REACTION PLATE TO RAISE SNAP RING
34. Pry up reverse reaction plate (1, 3 and 4) to seat against snap ring (2). (Scheme 176) 1 - DIAL INDICATOR 2 - REVERSE CLUTCH
35. Set up a dial indicator (1) on the reverse clutch pack (2). (Scheme 177) 1 - DIAL INDICATOR 2 - REVERSE CLUTCH
36. Using moderate pressure, press down and hold (near indicator) reverse clutch disc (2) with screwdriver or suitable tool and zero dial indicator (1). (Scheme 178) When releasing pressure, indicator should advance 0.005-0.010 as clutch pack relaxes.
37. Apply 30 psi (206 kPa) air pressure to the reverse clutch hose on Input Clutch Pressure Fixture (special tool #8391, Fixture, Pressure Test). Measure and record reverse clutch pack measurement in four places, 90° apart. REVERSE CLUTCH SNAP RING THICKNESS 4377195 1.53-1.58 mm (0.060-0.062 in.) 4412871 1.77-1.83 mm (0.070-0.072 in.) 4412872 2.02-2.07 mm (0.080-0.082 in.) 4412873 2.27-2.32 mm (0.090-0.091 in.)
38. Take average of four measurements and compare with reverse clutch pack clearance specification. The reverse clutch pack clearance is 0.89-1.37 mm (0.035-0.054 in.). Select the proper reverse clutch snap ring to achieve specifications: 1 - #2 NEEDLE BEARING (NOTE 3 SMALL TABS) 2 - TABS UP
39. To complete the assembly, reverse clutch and overdrive clutch must be removed.
40. Install the #2 needle bearing (1) (tabs up) (2). (Scheme 179) 1 - UNDERDRIVE SHAFT ASSEMBLY 2 - #2 NEEDLE BEARING
41. Install the underdrive shaft assembly (1). (Scheme 180) 1 - #3 THRUST WASHER (NOTE 5 TABS) 2 - UNDERDRIVE SHAFT ASSEMBLY
42. Install the #3 thrust washer (1) to the underdrive shaft assembly (2). (Scheme 181) Be sure five tabs are seated properly. 1 - OVERDRIVE SHAFT ASSEMBLY 2 - DABS OF PETROLATUM (FOR RETENTION) 3 - #3 THRUST PLATE (NOTE 3 TABS)
43. Install the #3 thrust plate (note 3 tabs) (3) to the bottom of the overdrive shaft assembly (1). (Scheme 182) Retain with petrolatum or transmission assembly gel (2). 1 - SNAP RING (TAPERED) 2 - OD/UD REACTION PLATE 3 - CLUTCH DISC (3) 4 - SNAP RING (FLAT) 5 - CLUTCH PLATE (3) 6 - INPUT CLUTCH ASSEMBLY Refer to the exploded view as necessary when performing the following steps. (Scheme 183) 1 - OVERDRIVE SHAFT ASSEMBLY 2 - #3 THRUST PLATE 3 - #3 THRUST WASHER
44. Install the overdrive shaft assembly. (Scheme 184)
45. Reinstall overdrive and reverse clutch as shown in illustration. Rechecking these clutch clearances is not necessary.

Scheme 211

The Solenoid/Pressure Switch Assembly (1) is external to the transaxle and mounted to the transaxle case. (Scheme 185) The assembly consists of four solenoids that control hydraulic pressure to the LR/CC, 2/4, OD, and UD friction elements. The reverse clutch is controlled by line pressure from the manual valve in the valve body. The solenoids are contained within the Solenoid/Pressure Switch Assembly, and can only be serviced by replacing the assembly.

The solenoid assembly also contains pressure switches that monitor and send hydraulic circuit information to the PCM/TCM. Likewise, the pressure switches can only be service by replacing the assembly.

The Brake Transmission Shifter/Ignition Interlock (BTSI) is engaged whenever the ignition switch is in the LOCK or ACCESSORY position . An additional electrically activated feature will prevent shifting out of the PARK position unless the brake pedal is depressed at least one-half inch. A magnetic holding device integral to the interlock cable is energized when the ignition is in the ON/RUN position. When the key is in the ON/RUN position and the brake pedal is depressed, the shifter is unlocked and will move into any position. The interlock system also prevents the ignition switch from being turned to the LOCK or ACCESSORY position, unless the shifter is in the gated PARK position.

The following chart describes the normal operation of the Brake Transmission Shift Interlock (BTSI) system. If the "expected response" differs from the vehicle's response, then system repair and/or adjustment is necessary.

The differential assembly is driven by the transfer shaft by way of the differential ring gear. The ring gear drives the differential case, and the case drives the driveshafts through the differential gears. The differential pinion and side gears are supported in the case by thrust washers and a pinion shaft. Differential pinion and side gears make it possible for front tires to rotate at different speeds while cornering.

Scheme 212

Note. Perform all differential bearing preload measurements with the transfer shaft and gear removed.

Scheme 213

1. Position the transaxle assembly vertically on the support stand, differential bearing retainer (3) side up. see scheme 264
2. Install Differential Tool (special tool #L-4436-A, Tool, Torque Measuring) (1) into the differential and onto the pinion mate shaft. 1 - DIFFERENTIAL TOOL L-4436-A 2 - TORQUE WRENCH
3. Rotate the differential at least one full revolution to ensure the tapered roller bearings are fully seated.
4. Using Differential Tool (special tool #L-4436-A, Tool, Torque Measuring) (1) and an Inch-Pound Torque Wrench (2), check the turning torque of the differential. see scheme 265 The turning torque should be between 5 and 18 inch-pounds.
5. If the turning torque is within specifications, remove tools. Setup is complete.
6. If turning torque is not within specifications, proceed with the following steps. Remove differential bearing retainer from the transaxle case. Remove the bearing cup from the differential bearing retainer using Remover (special tool #6062A, Puller, Bearing Cup). Remove the existing shim from under the cup. Measure the existing shim. If the turning torque was too high when measured, install a 0.05 mm (0.002 inch) thinner shim. If the turning torque is was too low, install a 0.05 mm (0.002 inch) thicker shim. Repeat until 5 to 18 inch-pounds turning torque is obtained. Oil baffle is not required to be installed when making shim selection. Install the proper shim under the bearing cup. Make sure the oil baffle is installed properly in the bearing retainer, below the bearing shim and cup. Install the differential bearing retainer using Installer (special tool #5052, Installer, Bearing) and Handle (special tool #C-4171, Driver Handle, Universal). Seal the retainer to the housing with MOPAR® Adhesive Sealant and torque bolts to 28 N.m (250 in. lbs.).
7. Using Differential Tool (special tool #L-4436-A, Tool, Torque Measuring) and an Inch-Pound Torque Wrench, recheck the turning torque of the differential. The turning torque should be between 5 and 18 inch-pounds. Shim thickness need be determined only if any of the following parts are replaced: Transaxle case Differential carrier Differential bearing retainer Extension housing Differential bearing cups and cones

DIFFERENTIAL BEARING SHIM CHART

The three input clutches are responsible for driving different components of the planetary geartrain.

Note. Refer to the ELEMENTS IN USE AT EACH POSITION OF SELECTOR LEVER chart in Diagnosis and Testing for a collective view of which clutch elements are applied at each position of the selector lever.

The planetary geartrain utilizes two planetary gear sets that connect the transmission input shaft to the output shaft. Input and holding clutches drive or lock different planetary members to change output ratio or direction.

Scheme 214

Two hydraulically applied multi-disc clutches are used to hold planetary geartrain components (1, 4) stationary while the input clutches drive others. see scheme 305 The 2/4 (2) and Low/Reverse clutches (3) are considered holding clutches and are contained at the rear of the transaxle case.

Note. Refer to the ELEMENTS IN USE AT EACH POSITION OF SELECTOR LEVER chart in Diagnosis and Testing for a collective view of which clutch elements are applied at each position of the selector lever.

As the torque converter rotates, the converter hub rotates the inner and outer gears. As the gears rotate, the clearance between the gear teeth increases in the crescent area, and creates a suction at the inlet side of the pump. This suction draws fluid through the pump inlet from the oil pan. As the clearance between the gear teeth in the crescent area decreases, it forces pressurized fluid into the pump outlet and to the valve body.

Scheme 215

Measuring oil pump output volume will determine if sufficient flow to the transmission oil cooler exists, and whether or not an internal transmission failure is present.

Verify that transmission fluid is at the proper level. If adding fluid is necessary, fill to the proper level with Mopar® ATF+4 (Automatic Transmission Fluid-Type (special tool #9602, Remover/Installer, Bushing)). The following procedure is to check oil pump output volume

1. Using hose cutters or a suitable blade, cut the "to cooler" line off flush with the cooler inlet fitting and place a collection container under the open line. see scheme 309 CAUTION: With the fluid set at the proper level, fluid collection should not exceed (1) quart or internal damage to the transmission may occur.
2. Start engine and run at curb idle speed, with the shift selector in neutral.
3. If one quart of ATF is collected in 20 seconds or less, flow is within acceptable limits. If fluid flow is intermittent or it takes more than 20 seconds to collect one quart of ATF. Refer to «DIAGNOSIS AND TESTING»(ref-485525-S02339375262012071300000).
4. Inspect the cooler hose for damage. Replace if necessary.
5. Re-connect the to cooler line to the transmission using a service splice kit. Refer to instructions included with the kit.
6. Refill the transaxle to proper level with Mopar® ATF+4 (Automatic Transmission Fluid-Type (special tool #9602, Remover/Installer, Bushing)).

Scheme 216

Scheme 217

1. Remove the reaction shaft support bolts.
2. Remove the reaction shaft support (2) from the pump housing (1). 1 - PUMP HOUSING 2 - OUTER PUMP GEAR 3 - INNER PUMP GEAR 4 - REACTION SHAFT SUPPORT 5 - SEAL RINGS (4) 6 - REACTION SHAFT 7 - CRESCENT
3. Remove the pump gears (2, 3) and check for wear and damage on pump housing (1) and gears (2, 3).

This vehicle is not equipped with a transmission relay. The transmission control is done through the TIPM. The TIPM receives an input signal from the PCM. Once the TIPM receives the signal, it will output a 12 volt supply to the transmission.

Scheme 218

Note. Right side shown in illustration, left side similar.

1. Remove the half shaft. Refer to «REMOVAL»(ref-485478-S16823732752012071300000) . NOTE: Some transaxle fluid may spill when the transmission extension assembly (2) is removed.
2. Remove the transmission extension assembly (2) bolts (six bolts for left side, four bolts for right side) and remove the assembly (1).

The Transmission Range Sensor (TRS) communicates Shift Lever Position (SLP) to the PCM/TCM as a combination of open and closed switches. Each shift lever position has an assigned combination of switch states (open/closed) that the PCM/TCM receives from four sense circuits. The PCM/TCM interprets this information and determines the appropriate transaxle gear position and shift schedule.

Since there are four switches, there are 16 possible combinations of open and closed switches (codes). Seven of these codes are related to gear position and three are recognized as "between gear" codes. This results in six codes which should never occur. These are called "invalid" codes. An invalid code will result in a DTC, and the PCM/TCM will then determine the shift lever position based on pressure switch data. This allows reasonably normal transmission operation with a TRS failure.

TRS SWITCH STATES

The TCM calculates the desired line pressure based upon inputs from the transmission and engine. The TCM calculates the torque input to the transmission and uses that information as the primary input to the calculation. The line pressure is set to a predetermined value during shifts and when the transmission is in the PARK and NEUTRAL positions. This is done to ensure consistent shift quality. During all other operation, the actual line pressure is compared to the desired line pressure and adjustments are made to the Pressure Control Solenoid duty cycle.

The Pressure Control Solenoid (1) is mounted on the top of the valve body, next to the Line Pressure Sensor (2).

The TCM utilizes a closed-loop system to control transmission line pressure. The system contains a variable force style solenoid, the Pressure Control Solenoid. The solenoid is duty cycle controlled by the TCM to vent the unnecessary line pressure supplied by the oil pump back to the sump. The system also contains a variable pressure style sensor, the Line Pressure Sensor, which is a direct input to the TCM. The line pressure solenoid monitors the transmission line pressure and completes the feedback loop to the TCM. The TCM uses this information to adjust its control of the Pressure Control Solenoid to achieve the desired line pressure.

For the other control solenoids. Refer to ASSEMBLY, TRANSMISSION SOLENOID AND PRESSURE SWITCH, DESCRIPTION .

The Pressure Control Solenoid (PCS) is a Variable Force (VFS) style solenoid. A VFS solenoid is an electro-hydraulic actuator, combining a solenoid and a regulating valve.

The Transmission Control Module varies the current for the PCS, which varies the pressure in the line pressure hydraulic circuit. When the current (duty cycle) of the PCS is low, the pressure in the circuit is higher. At 0 current (0% duty cycle), the pressure is at the maximum value. Conversely, when the current is maximized (100% duty cycle), the pressure in the circuit is at the lowest possible value.

Autostick is a driver-interactive transaxle feature that offers manual gear shifting capability of an automatic transaxle.

When the shifter is moved into the Autostick position, the transaxle remains in whatever gear it was using before Autostick was activated. Moving the shifter to the left (towards the driver) causes a downshift and moving to the right (towards the passenger) causes an upshift. The instrument cluster will illuminate the selected gear. The vehicle can be launched in 1st, 2nd, or 3rd gear while in the Autostick mode. The speed control is operable in 3rd and 4th gear Autostick mode. Speed control will be deactivated if the transaxle is shifted to 2nd gear. Shifting into OD position cancels the Autostick mode, and the transaxle resumes the OD shift schedule.

Note. Refer to the appropriate Hydraulic Schematics for a visual aid in determining valve location, operation and design.