62TE Automatic Transmission - Service Information: Overview Dodge Avenger II facelift

Scheme 495

The planetary gear train for the 62TE transaxle provides six forward gear ratios, including two fourth gear ratios. One reverse gear ratio is also provided.

OPERATION

WHAT'S ON WHEN

1. A = Applied

1. H = Holding

1. * = Limp-in Mode

1. ^ = Applied in coast only

In total, the 62TE provides seven forward ratios and one reverse.

The underdrive compounder assembly has two modes of operation: direct and reduction.

Notice in the "What's On When" chart, the 2-3, 3-2, and 4-2 shifts require a "double swap" shift. This occurs when two elements are turned off while two different elements are engaged.

This clutch-to-clutch synchronization takes place within 40 - 70 milliseconds, producing a smooth shift. If the underdrive compounder assembly shifts too early (in relation to the shifts taking place in the main centerline), a shudder or harsh shift results. If the underdrive assembly shifts too late, the driver experiences a "double bump" sensation.

To avoid a double swap shift in a 6-4 downshift, the transaxle shifts into 4th prime, which requires the deactivation of the OD clutch and the simultaneous application of the UD clutch.

Scheme 496

In Reverse, the Reverse Clutch (R) (1) is applied to provide input torque. The reverse clutch drives the front sun gear. The L/R clutch (2) is applied to hold the front carrier/ rear annulus assembly. The rear carrier/front annulus assembly rotates as an output member in reverse with a reduction gear ratio of 2.21:1.

Power from the main centerline transfers to the underdrive compounder annulus by way of the transfer gears and the underdrive shaft. The Low Clutch (LC) (3) is applied to hold the underdrive compounder sun gear. With the sun gear held, the annulus drives the underdrive compounder carrier, and a reduction gear ratio of 1.45:1 is achieved

The main centerline ratio of 2.21:1 is multiplied by the underdrive compounder centerline ratio of 1.45:1. As a result, the ratio through the entire gear train to the final drive in Reverse is 3.215:1.

Scheme 497

In First gear, the UD clutch (1) is applied to provide input torque. The UD hub is splined to the rear sun gear. When the UD clutch is applied, the UD hub and rear sun gear are driven. The L/R clutch (2) is applied to hold the front carrier/rear annulus assembly. By doing so, the rear planet gears are forced to rotate around the inside of the stationary rear annulus. The rear carrier/front annulus assembly rotates as an output member with a reduction gear ratio of 2.84:1.

Power from the main centerline transfers to the underdrive compounder annulus by way of the transfer gears and the underdrive shaft. The Overrunning Clutch (ORC) holds the underdrive sun gear. The LC (3) is also applied during coast in first gear. With the sun gear held, the annulus drives the underdrive compounder carrier, and a reduction gear ratio of 1.45:1 is achieved by the underdrive compounder gear set.

The main centerline ratio of 2.84:1 is multiplied by the underdrive compounder centerline ratio of 1.45:1. As a result, the ratio through the entire gear train to the final drive in First gear is 4.127:1.

Scheme 498

In Second gear, the UD clutch (1) is applied to provide input torque. The UD hub is splined to the rear sun gear. When the UD clutch is applied, the UD hub and rear sun gear are driven. The L/R clutch (2) is applied to hold the front carrier/rear annulus assembly. By doing so, the rear planet gears are forced to rotate around the inside of the stationary rear annulus. The rear carrier/front annulus assembly rotates as an output member with a reduction gear ratio of 2.84:1.

Power from the main centerline transfers to the underdrive compounder gear set annulus by way of the transfer gears and the underdrive shaft. The direct clutch (3) is applied to drive the underdrive compounder sun gear at the same speed as the underdrive annulus. With two members driven, the underdrive compounder gear set operates in direct, or 1:1.

The main centerline ratio of 2.84:1 is multiplied by the underdrive compounder centerline ratio of 1:1. As a result, the ratio through the entire gear train to the final drive in Second gear is 2.84:1.

Scheme 499

In Third gear, the UD clutch (1) is applied to drive the rear sun gear. The UD hub is splined to the rear sun gear. When the UD clutch is applied, the UD hub and rear sun gear are driven. The 2/4 clutch (2) is applied to hold the front sun gear. The rear carrier/front annulus rotates as an output member with a reduction gear ratio of 1.573:1.

Power from the main centerline transfers to the underdrive compounder annulus by way of the transfer gears and the underdrive shaft. The Overrunning Clutch (ORC) holds (4) the underdrive sun gear. The LC (3) is also applied during coast in first gear. With the sun gear held, the annulus drives the underdrive compounder carrier, and a reduction gear ratio of 1.45:1 is achieved by the underdrive compounder gear set.

The main centerline ratio of 1.57:1 is multiplied by the underdrive compounder centerline ratio of 1.45:1. As a result, the ratio through the entire gear train to the final drive in Third gear is 2.28:1.

Third gear is also the default (limp-in) gear position.

Scheme 500

In Fourth Prime, the UD clutch (1) is applied to drive the rear sun gear. The UD hub is splined to the rear sun gear. When the UD clutch is applied, the UD hub and rear sun gear are driven. The 2/4 clutch (2) is applied to hold the front sun gear. The rear carrier/front annulus rotates as an output member with a reduction gear ratio of 1.57:1.

Power from the main centerline transfers to the underdrive compounder gear set annulus by way of the transfer gears and the underdrive shaft. The direct clutch (3) is applied to drive the underdrive compounder sun gear at the same speed as the underdrive annulus. With two members driven, the underdrive compounder gear set operates in direct, or 1:1.

The main centerline ratio of 1.57:1 is multiplied by the underdrive compounder centerline ratio of 1:1. As a result, the ratio through the entire gear train to the final drive in Fourth Prime is 1.573:1.

Scheme 501

In Fourth gear, the UD (1) and OD clutches (2) are applied to provide input torque. The UD hub is splined to the rear sun gear. When the UD clutch is applied, the UD hub and rear sun gear are driven. The OD hub assembly is splined to the front carrier/rear annulus assembly. When the OD clutch is applied, the OD hub and front carrier/ rear annulus assembly are also driven. With the rear sun gear and the rear annulus driven at the same speed and in the same direction, the entire front/rear planetary gear train is locked and rotating as one unit. The rear carrier/front annulus rotates as an output member in direct, or 1:1.

Power from the main centerline transfers to the underdrive compounder annulus by way of the transfer gears and the underdrive shaft. The Overrunning Clutch (ORC) (4) holds the underdrive sun gear. The LC (3) is also applied during coast in first gear. With the sun gear held, the annulus drives the underdrive compounder carrier, and a reduction gear ratio of 1.45:1 is achieved by the underdrive compounder gear set.

The main centerline ratio of 1:1 is multiplied by the underdrive compounder centerline ratio of 1:45. As a result, the ratio through the entire gear train to the final drive in Fourth gear is 1.45:1.

Scheme 502

In Fifth gear, the UD (1) and OD clutches (2) are applied to provide input torque. The UD hub is splined to the rear sun gear. When the UD clutch is applied, the UD hub and rear sun gear are driven. The OD hub assembly is splined to the front carrier/rear annulus assembly. When the OD clutch is applied, the OD hub and front carrier/ rear annulus assembly are also driven. With the rear sun gear and the rear annulus driven at the same speed and in the same direction, the entire planetary gear set is locked and rotating as one unit. The rear carrier/front annulus assembly rotates as an output member in direct drive, or 1:1.

Power from the main centerline transfers to the underdrive compounder gear set annulus by way of the transfer gears and the underdrive shaft. The direct clutch (3) is applied to drive the underdrive compounder sun gear at the same speed as the underdrive annulus. With two members driven, the underdrive compounder gear set operates in direct, or 1:1.

The main centerline ratio of 1:1 is multiplied by the underdrive compounder centerline ratio of 1:1. As a result, the ratio through the entire gear train to the final drive in Fifth gear is 1.00:1.

Scheme 503

In Sixth gear, the OD clutch (1) is applied to drive the front carrier/rear annulus assembly. The OD hub is splined to the front carrier/rear annulus assembly. When the OD clutch is applied, the OD hub and front carrier/rear annulus assembly are driven. The 2/4 clutch (2) is applied to hold the front sun gear. Overdrive can be achieved using the front gear set. The rear carrier/front ring gear/ annulus rotates as an output member with an overdrive gear ratio of 0.69:1.

Power from the main centerline transfers to the underdrive compounder annulus by way of the transfer gears and the underdrive shaft. The direct clutch (3) is applied to drive the underdrive compounder sun gear at the same speed as the underdrive annulus. With two members driven, the underdrive compounder carrier rotates with a direct drive.

The main centerline ratio of 0.69:1 is multiplied by the underdrive compounder centerline ratio of 1:1. As a result, the ratio through the entire gear train to the final drive in Sixth gear is 0.69:1.

Scheme 504

When diagnosing converter housing fluid leaks, three actions must be taken before repair

1. Verify proper transmission fluid level.
2. Verify that the leak originates from the converter housing area and is transmission fluid.
3. Determine the true source of the leak.

Fluid leakage at or around the torque converter area may originate from an engine oil leak. The area should be examined closely. Factory fill fluid is red and, therefore, can be distinguished from engine oil.

Some suspected converter housing fluid leaks may not be leaks at all. They may only be the result of residual fluid in the converter housing, or excess fluid spilled during factory fill, or fill after repair. Converter housing leaks have several potential sources inspect pump seal (1), pump vent (2), pump bolts (3), pump gasket (4), converter housing (5), converter (6) and a rear main seal leak (7). Through careful observation, a leak source can be identified before removing the transmission for repair.

Pump seal leaks tend to move along the drive hub and onto the rear of the converter. Pump O-ring or pump body leaks follow the same path as a seal leak. Pump attaching bolt leaks are generally deposited on the inside of the converter housing and not on the converter itself. Pump seal or gasket leaks usually travel down the inside of the converter housing.

Scheme 505

Possible sources of torque converter leakage are

1. Torque converter weld leaks at the outside diameter weld (1). (Scheme 505)
2. Torque converter hub weld (2).

Scheme 506

Inoperative clutches can be located using a series of tests by substituting air pressure for fluid pressure using Air Pressure Test Plate (special tool #9741, Air Pressure Testing Plate).

The clutches may be tested by applying air pressure to their respective passages. The valve body and oil filter must be removed and Air Pressure Test Plate (special tool #9741, Air Pressure Testing Plate) installed. To make air pressure tests, proceed as follows

Note. The compressed air supply must be free of all dirt and moisture. Use a pressure of 30 psi.

Remove oil pan and valve body, Install Test Plate (special tool #9741, Air Pressure Testing Plate) and tighten bolts to 6 N.m (50 in. lbs.). When testing is finished install valve body and tighten bolts to 6 N.m (50 in. lbs.), Install the oil pan bolts and tighten to 6 N.m (50 in. lbs.) and fill transmission. Refer to FLUID, STANDARD PROCEDURE .

DESCRIPTION

The 62TE has six accumulators and are all located in the case under the valve body.

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.

The underdrive compounder assembly replaces the 41TE transfer shaft. The transaxle case is modified to accommodate the additional components. The main components of the underdrive compounder assembly are the low clutch (LC), direct clutch (DC), overrunning clutch (ORC), simple planetary gear set and bearing retainer transfer/underdrive shaft.

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Scheme 525

1. Remove the planetary gear set / output hub (1).
2. Remove the helical shim (1). 1 - NEEDLE BEARING 5 - PLANETARY CARRIER 9 - #2 NEEDLE BEARING 2 - SUN GEAR 6 - #2 SNAP RING 10 - NEEDLE BEARING 3 - HELICAL SHIM (SELECT) 7 - #1 NEEDLE BEARING 11 - OUTPUT HUB 4 - #1 SNAP RING 8 - ANNULUS GEAR
3. Remove the snap ring (4) holding the planetary carrier.
4. Remove the planetary carrier (5).
5. Remove the snap ring (6) holding the annulus gear.
6. Remove the needle bearing (7) on the front side of the annulus gear.
7. Remove the annulus gear (8).
8. Remove the needle bearing (9) on the back side of the annulus gear / on the front side of the output hub.
9. Inspect the needle bearing in the output hub for any damage.
10. Using two small picks, remove retaining clip from transfer / underdrive shaft NOTE: A new retaining clip will be used during assembly.
11. Discard the retaining clip (that was removed from the transfer / underdrive shaft.
12. Remove the sun gear (2) from the shaft.
13. Remove the split bearing (1) using a small pick (2).
14. Remove the direct clutch (1) from the low clutch. 1 - INTERNAL SNAP RING 5 - RETURN COIL SPRING 9 - # 2 THRUST BEARING 2 - FRICTION (INNER SPLINE) 6 - RETAINER 10 - HUB 3 - FRICTION (OUTTER SPLINE) 7 - PISTON 11 - # 1 THRUST BEARING 4 - RETAINER SNAP RING 8 - BALANCE PISTON 12 - REACTION PLATE (SELECTABLE)
15. Remove the internal snap ring (1).
16. Remove the selectable reaction plate (12).
17. Remove the number one thrust bearing (11).
18. Remove the hub (10).
19. Remove the number two thrust bearing (9).
20. Remove the inner and outer spline frictions (2, 3).
21. Install Compressor (special tool #8250, Compressor, Spring) (2) over the direct clutch balance piston (3) and place onto a press (1).
22. Compress spring to remove the snap ring (4) at the direct clutch balance piston. 1 - INTERNAL SNAP RING 5 - RETURN COIL SPRING 9 - # 2 THRUST BEARING 2 - FRICTION (INNER SPLINE) 6 - RETAINER 10 - HUB 3 - FRICTION (OUTTER SPLINE) 7 - PISTON 11 - # 1 THRUST BEARING 4 - RETAINER SNAP RING 8 - BALANCE PISTON 12 - REACTION PLATE (SELECTABLE)
23. Remove the direct clutch balance piston (8).
24. Remove the return coil spring (5).
25. Remove the direct clutch piston (7) from the retainer (6).
26. Remove the needle bearing (1) from the transfer shaft.
27. Remove the overrunning clutch from the low clutch (1).
28. Remove the Bearing Retainer Assembly Remover (special tool #9908, Adapter, Puller) (1) from the low clutch (2).
29. Remove the transfer shaft (1) from the low clutch (2).
30. Using Bearing Splitter (special tool #1130, Splitter, Bearing/Gear) (2) and a press (3) remove the underdrive compounder bearing. 1 - SNAP RING (SELECTABLE) 6 - RETURN SPRING 2 - CLUTCH HUB 7 - RETAINER 3 - REACTION PLATE 8 - SEALS 4 - FRICTION DISC 9 - PISTON 5 - SEPARATOR PLATE 10 - SNAP RING
31. Remove the snap ring (10).
32. Remove the reaction plate (3)
33. Remove the friction disc's (4) and the separator plates (5).
34. Install compressor (special tool #9725, Compressor, Spring) (1) on return spring (3) and slightly compress.
35. Remove the snap ring (4) from low clutch retainer (2).
36. Release pressure on press, remove compressor (special tool #9725, Compressor, Spring) and the return spring (1).
37. Remove the low clutch piston (1) from low clutch retainer. Low air pressure may be applied to low clutch retainer port (3) to move piston out of the bore.
38. Remove the seal rings (1) from the low clutch retainer (2).

The 62TE's final drive system is driven by the underdrive compounder's output hub/ carrier assembly. The final drive consists of the remote pinion gear, a ring gear, and a conventional differential assembly. A 23-tooth pinion gear in mesh with a 79-tooth ring gear results in a final drive ratio of 3.43:1.

Scheme 526

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Scheme 539

1. Use Puller Set (special tool #C-293-PA, Puller, Press) (1), Adaptors (special tool #9613, Adapters, Puller) (2) and press plug (special tool #9678, Press Plug) remove the pinion side bearing cone (3).
2. Install Puller Set (special tool #C-293-PA, Puller, Press) (1), (special tool #C-293-42, Block Set, Puller) Adaptors (3), and Press Plug (special tool #9678, Press Plug) to remove the ring gear side bearing cone. 1 - DIFFERENTIAL CASE 2 - PINION SHAFT RETAINER 3 - RING GEAR 4 - RING GEAR-TO-CASE BOLT
3. Remove ring gear-to-differential case bolts (4) and floating pinion shaft retainers (2). 1 - DIFFERENTIAL CASE 2 - RING GEAR
4. Separate ring gear (2) from differential case (1). 1 - DIFFERENTIAL SUPPORT 2 - DIFFERENTIAL CASE 3 - SCREWDRIVER 4 - RELIEF (2 @ 180° APART)
5. Separate differential cover (1) from case (2) using suitable screwdrivers at position. 1 - DIFFERENTIAL SUPPORT 2 - DIFFERENTIAL CASE
6. Lift support (1) from case (2). 1 - SIDE GEAR THRUST WASHER
7. Remove side gear thrust washer (1). 1 - DIFFERENTIAL SIDE GEAR
8. Remove side gear (1). 1 - PINION SHAFT
9. Remove pinion shaft (1). 1 - PINION GEAR 2 - TABBED WASHER 3 - LOCATING TAB 4 - NOTCH
10. Remove pinion gears (1) and tabbed washers (2). (Scheme 524) 1 - DIFFERENTIAL SIDE GEAR
11. Remove differential side gear (1). 1 - THRUST WASHER
12. Remove side gear thrust washer (1).
13. Inspect all components for excessive wear.
14. Using Remover (special tool #8356, Remover, Bearing) (1) and a 12mm hex head bolt as a press plug remove the small pinion bearing.
15. Using puller (special tool #C-293-PA, Puller, Press) (1), (special tool #C-293-47, Block Set, Puller) Adaptors (2) and Press Plug C4487-1 to remove the large pinion bearing.

Scheme 540

Note. The differential is serviced as an assembly. Differential service is limited to bearing cups and cones. Any other differential component failure must be remedied by differential assembly and transfer shaft replacement.

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1. Install side gear thrust washer (1) to differential case. 1 - DIFFERENTIAL SIDE GEAR
2. Install side gear (1) to differential case. 1 - PINION GEAR 2 - TABBED WASHER 3 - LOCATING TAB 4 - NOTCH
3. Install both pinion gears (1) and washers (2) to case, while orientating washer tabs to notch in case. 1 - PINION SHAFT
4. Install pinion shaft (1). 1 - DIFFERENTIAL SIDE GEAR
5. Install side gear (1) to case. 1 - SIDE GEAR THRUST WASHER
6. Install side gear thrust washer (1) to case. 1 - DIFFERENTIAL SUPPORT 2 - DIFFERENTIAL CASE
7. Install differential support (1) into position, while aligning through-holes. 1 - DIFFERENTIAL CASE 2 - RING GEAR
8. Install differential ring gear (2) to case (1). 1 - DIFFERENTIAL CASE 2 - PINION SHAFT RETAINER 3 - RING GEAR 4 - RING GEAR-TO-CASE BOLT NOTE: New bolts must be used.
9. Install ring gear-to-case bolts, with pinion shaft retainers, and tighten bolts (4) to 95 N.m (70 ft. lbs.).
10. Check differential side gear turning torque using Differential Bearing Torque Tool C- 4995-1. Turning torque should be no more than 10 to 20 in-lbs (drag). If drag exceeds 20 in-lbs decrease shim size, if the drag is less than 10 in-lbs (drag) increase shim size.
11. Using Installer (special tool #6888, Installer, Seal) (1) and a press (2), install differential bearing (3) to pinion side of the differential housing.
12. Using Installer (special tool #C-4213, Installer, Bearing) (2) and a press (1), install differential bearing (3) to ring gear side of the differential.
13. Using Installer MD998911 (1) and a press, install the large pinion bearing to the pinion shaft.
14. Using Installer (special tool #9723, Installer, Bearing) (1) and a press, install the small pinion bearing to the pinion shaft.

Scheme 553

1. Verify that the vehicle is parked on a level surface.
2. Remove the dipstick tube cap. WARNING: There is a risk of accident from vehicle starting off by itself when engine is running. There is a risk of injury from contusions and burns if you insert your hands into the engine when it is started or when it is running. Secure vehicle to prevent it from moving off by itself. Wear properly fastened and close-fitting work clothes. Do not touch hot or rotating parts.
3. Actuate the service brake. Start engine and let it run at idle speed in selector lever position "P".
4. Shift through the transmission modes several times with the vehicle stationary and the engine idling. NOTE: When inserting dipstick special tool (special tool #9336A, Dipstick), excess insertion force may cause the dipstick to slip past the stop on the bracket in the transmission oil pan. An approximate distance that the dipstick should be inserted into the fill tube is 424 mm (16.69 in.).
5. Warm up the transmission, wait at least 2 minutes and check the oil level with the engine running. Push the Oil Dipstick (special tool #9336A, Dipstick) into transmission fill tube until the dipstick tip contacts the oil pan and pull out again, read off oil level, repeat if necessary. NOTE: The dipstick will protrude from the fill tube when installed.
6. Check transmission oil temperature using the appropriate scan tool.
7. The transmission Oil Dipstick (special tool #9336A, Dipstick) has indicator marks every 10 mm. Determine the height of the oil level on the dipstick and using the height, the transmission temperature, and the Transmission Fluid Graph, determine if the transmission oil level is correct.
8. Add or remove oil as necessary and recheck the oil level.
9. Once the oil level is correct, install the dipstick tube cap fully to seal out water and dirt.

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 554

Two hydraulically applied multi-disc clutches are used to hold planetary geartrain components (1, 4) stationary while the input clutches drive others. see scheme 383 The 2/4 (2) and Low/Reverse (3) clutches are considered holding clutches and are contained at the rear of the transaxle case.

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 555

When disassembling the transaxle it is necessary to inspect the oil pump for wear and damage.

Scheme 556

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1. Remove the six reaction shaft support-to-pump body bolts (1). 1 - PUMP BODY 2 - PUMP GEARS 3 - REACTION SHAFT SUPPORT
2. Remove reaction shaft support (3) from pump body (1). 1 - PUMP BODY 2 - OUTER GEAR 3 - INNER 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 body (1) and gears. 1 - FEELER GAUGE 2 - OUTER GEAR 3 - PUMP BODY
4. Re-install the gears (2) and check clearances. (Scheme 526)
5. Measure the clearance between the outer gear and the pump pocket (1). Clearance should be 0.089-0.202 mm (0.0035-0.0079 in.). 1 - FEELER GAUGE 2 - OUTER GEAR 3 - CRESCENT 4 - INNER GEAR
6. Measure clearance between outer gear (2) and crescent (3). (Scheme 527) Clearance should be 0.060-0.298 mm (0.0023 - 0.0117 in.). 1 - FEELER GAUGE 2 - OUTER GEAR 3 - CRESCENT 4 - INNER GEAR
7. Measure clearance between inner gear (4) and crescent (3). (Scheme 528) Clearance should be 0.093 - 0.385 mm (0.0036 - 0.0151 in.).
8. Position an appropriate piece of Plastigage across both pump gears.
9. Align the Plastigage to a flat area on the reaction shaft support housing.
10. Install the reaction shaft to the pump housing. Tighten the bolts to 27 N.m (20 ft. lbs.).
11. Remove bolts and carefully separate the housings. Measure the Plastigage following the instructions supplied.
12. Clearance between both gear end faces and the reaction shaft support should be 0.020-0.046 mm (0.0008-0.0018 in.).

Scheme 561

Scheme 562

1. Assemble oil pump. (Scheme 529) 1 - BOLT (6) 2 - PUMP BODY 3 - REACTION SHAFT SUPPORT
2. Install and tighten reaction shaft support-to-oil pump housing bolts (1) to 28 N.m (20 ft. lbs.).

The Input Speed Sensor (1) is a two-wire magnetic pickup device that generates AC signals as rotation occurs.

Scheme 563

Note. Always use a new O-ring

The Input Speed Sensor is bolted (1) to the transaxle case and uses a O-ring (2) to seal it to the transaxle case.

The input speed sensor (1) is located at the top of the case, and read turbine speed from the input clutch hub.

The Transfer Shaft Speed Sensor (3) is a two-wire magnetic pickup device that generates AC signals as rotation occurs.

The Transfer Shaft Speed Sensor (1) is bolted to the transaxle case and uses a O-ring (2) to seal it to the transaxle case.

The transfer shaft speed sensor (3) is located at the rear of the case (backside). It reads rotation of the front annulus/rear carrier assembly.

The Output Speed Sensor (2) is a two-wire magnetic pickup device that generates AC signals as rotation occurs.

The Output Speed Sensor (1) is bolted to the transaxle case and uses a O-ring (2) to seal it to the transaxle case.

The output speed sensor (2) is located at the rear of the case. It reads the rotation of the underdrive compounder output carrier.

Autostick is a driver-interactive transmission feature that offers manual gear shifting capability to provide you with more control. Autostick allows you to maximize engine braking, eliminate undersirable upshifts and downshifts, and improve overall vehicle performance. This system can also provide you with more control during passing, city driving, cold slippery conditions, mountain driving, trailer towing, and many other situations.

Autostick is a driver interactive transaxle feature that offers manual gear shifting capability. 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.

The Brake Transmission Shifter/Ignition Interlock (BTSI) is a cable and solenoid operated system that prevents the transmission gear shifter from being moved out of PARK without a driver in place.

Refer to the following chart that expected shifter response, depending on ignition key/switch and brake pedal positions. see scheme 498

The Brake Transmission Shifter/Ignition Interlock (BTSI) is engaged whenever the ignition switch is in the LOCK or ACC position. see scheme 499 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 position. When the key is in the ON 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 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.