OVERDRIVE CLUTCH
Apply air pressure to the overdrive clutch apply passage and watch for the push/pull piston to move forward. The piston should return to its starting position when the air pressure is removed.
Scheme 445
Scheme 446
REVERSE CLUTCH
Apply air pressure to the reverse clutch apply passage and watch for the push/pull piston to move rearward. The piston should return to its starting position when the air pressure is removed.
2/4 CLUTCH
Apply air pressure to the feed hole located on the 2/4 clutch retainer. Look in the area where the 2/4 piston contacts the first separator plate and watch carefully for the 2/4 piston to move rearward. The piston should return to its original position after 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. Watch carefully for the piston to move forward. The piston should return to its original position after the air pressure is removed.
UNDERDRIVE CLUTCH
Because this clutch piston cannot be seen, its operation is checked by function. Air pressure is applied to the low/reverse and the 2/4 clutches. This locks the output shaft. Use a piece of rubber hose wrapped around the input shaft and a pair of clamp-on pliers to turn the input shaft. Next apply air pressure to the underdrive clutch. The input shaft should not rotate with hand torque. Release the air pressure and confirm that the input shaft will rotate.
The underdrive clutch is hydraulically applied in first, second, and third (direct) gears by pressurized fluid against the underdrive piston. When the underdrive clutch is applied, the underdrive hub drives the rear sun gear.
The overdrive clutch is hydraulically applied in third (direct) and overdrive gears by pressurized fluid against the overdrive/reverse piston. When the overdrive clutch is applied, the overdrive hub drives the front planet carrier.
The reverse clutch is hydraulically applied in reverse gear only by pressurized fluid against the overdrive/reverse piston. When the reverse clutch is applied, the front sun gear assembly is driven.
GEARSHIFT CABLE
Normal operation of the Park/Neutral Position Switch provides a quick check to confirm proper linkage adjustment. The engine starter should only operate when the transaxle shift lever is in the PARK (P) or NEUTRAL (N) positions.
If the engine starts in any other gear position, or the vehicle rolls when the shifter is in gated PARK (P), a gearshift cable adjustment is necessary.
Scheme 447
Scheme 448
Scheme 449
- Loosen set screw and remove knob from shifter handle. (Scheme 447)
- Remove the center console assembly as shown in (Scheme 448)
- Adjust gearshift cable as follows: Place gearshift lever in the PARK (P) position. Loosen shift cable adjustment screw. (Scheme 449) Move transaxle manual lever to the PARK. Verify transaxle is in PARK by attempting to roll vehicle in either direction. Tighten shift cable adjustment screw to 8 N.m (70 in. lbs.).
- Verify proper cable adjustment. Engine should start with the shifter lever in PARK (P) and NEUTRAL (N) positions ONLY.
- Install center console assembly. (Scheme 448)
- Install gearshift knob and tighten set screw to 2 N.m (15 in. lbs.). (Scheme 447)
The 2/4 clutch is hydraulically applied in second and fourth gears by pressurized fluid against the 2/4 clutch piston. When the 2/4 clutch is applied, the front sun gear assembly is held or grounded to the transaxle case.
The Low/Reverse clutch is hydraulically applied in park, reverse, neutral, and first gears by pressurized fluid against the Low/Reverse clutch piston. When the Low/Reverse clutch is applied, the front planet carrier/rear annulus assembly is held or grounded to the transaxle case.
Scheme 450
Scheme 451
Scheme 452
Scheme 453
Scheme 454
Scheme 455
Scheme 456
Scheme 457
Scheme 458
Scheme 459
Scheme 460
Scheme 461
Scheme 462
Scheme 463
Scheme 464
Scheme 465
Scheme 466
Scheme 467
Scheme 468
Scheme 469
Scheme 470
Scheme 471
Scheme 472
Scheme 473
Scheme 474
Scheme 475
Scheme 476
Scheme 477
Scheme 478
- Mount input clutch assembly to Input Clutch Pressure Fixture (Tool 8391).
- Tap down reverse clutch reaction plate to release pressure from snap ring. (Scheme 450)
- Remove reverse clutch snap ring. (Scheme 451)
- Pry up and remove reverse clutch reaction plate. ( (Scheme 452) and (Scheme 453) ).
- Remove the reverse clutch pack (two fibers/one steel). (Scheme 454) NOTE: Tag reverse clutch pack for reassembly identification.
- Remove the OD/Reverse pressure plate snap ring. (Scheme 455)
- Remove OD/Reverse pressure plate. (Scheme 456)
- Remove OD/Reverse pressure plate wave snap ring. (Scheme 457)
- Remove OD shaft/hub and OD clutch pack. ( (Scheme 458) and (Scheme 459) ). NOTE: Tag overdrive clutch pack for reassembly identification.
- Remove and inspect #3 and #4 thrust plates. (Scheme 460)
- Remove the underdrive shaft assembly. (Scheme 461)
- Remove the #2 needle bearing. (Scheme 462)
- Remove the OD/UD reaction plate tapered snap ring. (Scheme 463) NOTE: The OD/UD clutch reaction plate has a step on both sides. Install the OD/UD clutches reaction plate tapered step side up.
- Remove the OD/UD reaction plate. (Scheme 464)
- Remove the first UD clutch disc. (Scheme 465)
- Remove the UD clutch flat snap ring. (Scheme 466) NOTE: Tag underdrive clutch pack for reassembly identification.
- Remove the UD clutch pack. (Scheme 467) CAUTION: Compress return spring just enough to remove or install snap ring.
- Using Tool 5059A and an arbor press, compress UD clutch piston enough to remove snap ring. ( (Scheme 468) and (Scheme 469) ).
- Remove spring retainer. (Scheme 469)
- Remove UD clutch piston. (Scheme 470)
- Remove input hub tapered snap ring. (Scheme 471)
- Tap on input hub with soft faced hammer and separate input hub from OD/Reverse piston and clutch retainer. ( (Scheme 472) and (Scheme 473) ).
- Separate clutch retainer from OD/Reverse piston. (Scheme 474)
- Using Tool 6057 and an arbor press, compress return OD/Reverse piston return spring just enough to remove snap ring. ( (Scheme 475) and (Scheme 476) ).
- Remove input shaft to input clutch hub snap ring. (Scheme 477)
- Using a suitably sized socket and an arbor press, remove input shaft from input shaft hub. (Scheme 478)
STANDARD PROCEDURE - OIL PUMP VOLUME CHECK
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 9602). The following procedure is to check oil pump output volume
Scheme 479
- 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. (Scheme 479) CAUTION: With the fluid set at the proper level, fluid collection should not exceed (1) quart or internal damage to the transmission may occur.
- Start engine and run at curb idle speed, with the shift selector in neutral.
- 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 - 41TE TRANSAXLE GENERAL DIAGNOSIS»(ref-178094-S30174477192005061000000) ).
- Inspect the cooler hose for damage. Replace if necessary.
- Reconnect the to cooler line to the transmission using a service splice kit. Refer to instructions included with the kit.
- Refill the transaxle to proper level with Mopar® ATF+4 (Automatic Transmission Fluid-Type 9602).
VERIFICATION
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.
Scheme 480
Scheme 481
Scheme 482
Scheme 483
- Loosen set screw and remove knob from shifter handle. (Scheme 481)
- Remove the center console assembly as shown in (Scheme 482)
- Remove shifter bezel. (Scheme 483)
- Adjust interlock cable/system as follows: Pry up on cable adjuster lock to release and allow cable to "self-adjust". Lock cable adjustment by pressing down on the adjuster lock until bottomed at the cable housing.
- Verify correct system operation.
- Install shifter bezel. (Scheme 483)
- Install center console assembly. (Scheme 482)
- Install gearshift knob and tighten set screw to 2 N.m (15 in. lbs.). (Scheme 481)
SOLENOIDS
The solenoids receive electrical power from the Transmission Control Relay through a single wire. The TCM energizes or operates the solenoids individually by grounding the return wire of the solenoid needed. When a solenoid is energized, the solenoid valve shifts, and a fluid passage is opened or closed (vented or applied), depending on its default operating state. The result is an apply or release of a frictional element.
The 2/4 and UD solenoids are normally applied, which by design allow fluid to pass through in their relaxed or "off" state. This allows transaxle limp-in (P,R,N,2) in the event of an electrical failure.
The continuity of the solenoids and circuits are periodically tested. Each solenoid is turned on or off depending on its current state. An inductive spike should be detected by the TCM during this test. It no spike is detected, the circuit is tested again to verify the failure. In addition to the periodic testing, the solenoid circuits are tested if a speed ratio or pressure switch error occurs.
PRESSURE SWITCHES
The TCM relies on three pressure switches to monitor fluid pressure in the L/R, 2/4, and OD hydraulic circuits. The primary purpose of these switches is to help the TCM detect when clutch circuit hydraulic failures occur. The range for the pressure switch closing and opening points is 11-23 psi. Typically the switch opening point will be approximately one psi lower than the closing point. For example, a switch may close at 18 psi and open at 17 psi. The switches are continuously monitored by the TCM for the correct states (open or closed) in each gear as shown in the following chart: (Scheme 484)
Scheme 484
A Diagnostic Trouble Code (DTC) will set if the TCM senses any switch open or closed at the wrong time in a given gear.
The TCM also tests the 2/4 and OD pressure switches when they are normally off (OD and 2/4 are tested in 1st gear, OD in 2nd gear, and 2/4 in 3rd gear). The test simply verifies that they are operational, by looking for a closed state when the corresponding element is applied. Immediately after a shift into 1st, 2nd, or 3rd gear with the engine speed above 1000 RPM, the TCM momentarily turns on element pressure to the 2/4 and/or OD clutch circuits to identify that the appropriate switch has closed. If it doesn't close, it is tested again. If the switch fails to close the second time, the appropriate Diagnostic Trouble Code (DTC) will set.
VEHICLE SPEED SIGNAL
The vehicle speed signal is taken from the Output Speed Sensor. The TCM converts this signal into a pulse per mile signal and sends it to the PCM. The PCM, in turn, sends the vehicle speed message across the communication bus to the BCM. The BCM sends this signal to the Instrument Cluster to display vehicle speed to the driver. The vehicle speed signal pulse is roughly 8000 pulses per mile.
Scheme 485
Scheme 486
- Disconnect battery negative cable.
- Raise vehicle on hoist.
- Disconnect output speed sensor connector.
- Unscrew and remove output speed sensor. (Scheme 485)
- Inspect speed sensor "O" ring and replace if necessary. (Scheme 486)
TRANSMISSION TEMPERATURE SENSOR
The TRS has an integrated thermistor that the TCM uses to monitor the transmission's sump temperature. see scheme 383 Since fluid temperature can affect transmission shift quality and convertor lock up, the TCM requires this information to determine which shift schedule to operate in. The PCM also monitors this temperature data so it can energize the vehicle cooling fan(s) when a transmission "overheat" condition exists. If the thermistor circuit fails, the TCM will revert to calculated oil temperature usage.
CALCULATED TEMPERATURE
A failure in the temperature sensor or circuit will result in calculated temperature being substituted for actual temperature. Calculated temperature is a predicted fluid temperature which is calculated from a combination of inputs
- Battery (ambient) temperature
- Engine coolant temperature
- In-gear run time since start-up
Scheme 487
- Remove valve body assembly from transaxle. (Refer to «REMOVAL»(ref-178094-S03387651642005061000000) ).
- Remove transmission range sensor retaining screw and remove sensor from valve body. (Scheme 487)
- Remove TRS from manual shaft.
REGULATOR VALVE
The regulator valve controls hydraulic pressure in the transaxle. It receives unregulated pressure from the pump, which works against spring tension to maintain oil at specific pressures. A system of sleeves and ports allows the regulator valve to work at one of three predetermined pressure levels. Regulated oil pressure is also referred to as "line pressure."
SOLENOID SWITCH VALVE
The solenoid switch valve controls line pressure from the LR/CC solenoid. In one position, it allows the low/reverse clutch to be pressurized. In the other, it directs line pressure to the converter control and converter clutch valves.
MANUAL VALVE
The manual valve is operated by the mechanical shift linkage. Its primary responsibility is to send line pressure to the appropriate hydraulic circuits and solenoids. The valve has three operating ranges or positions.
CONVERTER CLUTCH SWITCH VALVE
The main responsibility of the converter clutch switch valve is to control hydraulic pressure applied to the front (off) side of the converter clutch piston. Line pressure from the regulator valve is fed to the torque converter regulator valve, where it passes through the valve, and is slightly regulated. The pressure is then directed to the converter clutch switch valve and to the front side of the converter clutch piston. This pressure pushes the piston back and disengages the converter clutch.
CONVERTER CLUTCH CONTROL VALVE
The converter clutch control valve controls the back (on) side of the torque converter clutch. When the TCM energizes or modulates the LR/CC solenoid to apply the converter clutch piston, both the converter clutch control valve and the converter control valve move, allowing pressure to be applied to the back side of the clutch.
T/C REGULATOR VALVE
The torque converter regulator valve slightly regulates the flow of fluid to the torque converter.
LOW/REVERSE SWITCH VALVE
The low/reverse clutch is applied from different sources, depending on whether low (1st) gear or reverse is selected. The low/reverse switch valve alternates positions depending on from which direction fluid pressure is applied. By design, when the valve is shifted by fluid pressure from one channel, the opposing channel is blocked. The switch valve alienates the possibility of a sticking ball check, thus providing consistent application of the low/reverse clutch under all operating conditions.