DODGE TOWN AND COUNTRY 2001 Service Manual

(5) Low line pressure in all positions indicates a
defective pump, a clogged filter, or a stuck pressure
regulator valve.
GOVERNOR PRESSURE
Test only if transaxle shifts at wrong vehicle
speeds when throttle cable is correctly adjusted.
(1) Connect a 100 psi gauge to governor pressure
port. It is located at lower right side of case, below
differential cover (Fig. 2).
(2) Operate transaxle in third gear to read pres-
sures. The governor pressure should respond
smoothly to changes in mph and should return to 0
to 3 psi when vehicle is stopped. High pressure
(above 3 psi) at standstill will prevent the transaxle
from downshifting.
THROTTLE PRESSURE
No gauge port is provided for throttle pressure.
Incorrect throttle pressure should be suspected if
part throttle upshift speeds are either delayed or
occur too early in relation to vehicle speed. Engine
runaway on shifts can also be an indicator of low
throttle pressure setting, or misadjusted throttle
cable.
In no case should throttle pressure be adjusted
until the transaxle throttle cable adjustment has
been verified to be correct.
DIAGNOSIS AND TESTING - TORQUE
CONVERTER HOUSING FLUID LEAKAGE
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 con-
verter 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 (Fig. 3).
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. 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 (Fig. 3). 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 leaksusually travel down the inside of the converter hous-
ing (Fig. 3).
TORQUE CONVERTER LEAKAGE
Possible sources of torque converter leakage are:
²Torque converter weld leaks at the outside diam-
eter weld (Fig. 4).
²Torque converter hub weld (Fig. 4).
Fig. 3 Converter Housing Leak Paths
1 - PUMP SEAL
2 - PUMP VENT
3 - PUMP BOLT
4 - PUMP GASKET
5 - CONVERTER HOUSING
6 - CONVERTER
7 - REAR MAIN SEAL LEAK
Fig. 4 Converter Leak PointsÐTypical
1 - OUTSIDE DIAMETER WELD
2 - TORQUE CONVERTER HUB WELD
3 - STARTER RING GEAR
4 - LUG
21 - 34 AUTOMATIC - 31THRS
AUTOMATIC - 31TH (Continued)
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DIAGNOSIS AND TESTING - CLUTCH AND
SERVO AIR PRESSURE TESTS
A no drive condition might exist even with correct
fluid pressure, because of inoperative clutches or
bands. The inoperative units, clutches, bands, and
servos can be located through a series of tests. This
is done by substituting air pressure for fluid pressure
(Fig. 5).
The front and rear clutches, kickdown servo, and
low-reverse servo may be tested by applying air pres-
sure to their respective passages. To make air pres-
sure tests, proceed as follows:
NOTE: Compressed air supply must be free of all
dirt or moisture. Use a pressure of 30 psi.Remove oil pan and valve body. Refer to Valve
Body for removal procedure.FRONT CLUTCH
Apply air pressure to front clutch apply passage
and listen for a dull thud which indicates that front
clutch is operating. Hold air pressure on for a few
seconds and inspect system for excessive oil leaks.
REAR CLUTCH
Apply air pressure to rear clutch apply passage
and listen for a dull thud which indicates that rear
clutch is operating. Also inspect for excessive oil
leaks. If a dull thud cannot be heard in the clutches,
place finger tips on clutch housing and again apply
air pressure. Movement of piston can be felt as the
clutch is applied.
Fig. 5 Air Pressure Tests
1 - PUMP SUCTION
2 - PUMP PRESSURE
3 - FRONT CLUTCH APPLY
4 - REAR CLUTCH APPLY
5 - TO TORQUE CONVERTER
6 - FROM TORQUE CONVERTER
7 - TO OIL COOLER
8 - KICKDOWN SERVO OFF
9 - KICKDOWN SERVO ON10 - ACCUMULATOR OFF
11 - ACCUMULATOR ON
12 - LOW-REVERSE SERVO APPLY
13 - GOVERNOR PRESSURE
14 - LINE PRESSURE TO GOVERNOR
15 - GOVERNOR PRESSURE PLUG
16 - GOVERNOR PRESSURE
17 - BYPASS VALVE BORE
RSAUTOMATIC - 31TH21-35
AUTOMATIC - 31TH (Continued)
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KICKDOWN SERVO (FRONT)
Direct air pressure into KICKDOWN SERVO ON
passage. Operation of servo is indicated by a tighten-
ing of front band. Spring tension on servo piston
should release the band.
LOW AND REVERSE SERVO (REAR)
Direct air pressure into LOW-REVERSE SERVO
APPLY passage. Operation of servo is indicated by a
tightening of rear band. Spring tension on servo pis-
ton should release the band.
If clutches and servos operate properly, no upshift
indicates that a malfunction exists in the valve body.
STANDARD PROCEDURE - ALUMINUM
THREAD REPAIR
Damaged or worn threads in the aluminum trans-
axle 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-
ping the hole with a Heli-Coil tap, or equivalent, and
installing a Heli-Coil insert, or equivalent, into the
hole. This brings the hole back to its original thread
size.
Heli-Coil, or equivalent, tools and inserts are
readily available from most automotive parts suppli-
ers.
REMOVAL
(1) Disconnect battery negative cable.
(2) Remove fluid level indicator tube bolt and tube/
indicator assembly (Fig. 6). Plug opening to prevent
debris intrusion.
(3) Disconnect torque converter clutch solenoid
(TCC) connector.
(4) Disconnect kickdown cable from lever and
bracket (Fig. 7). Position out of way.
(5) Disconnect gearshift cable from manual valve
lever and upper mount bracket (Fig. 8). Position out
of way.
(6) Disconnect back-up lamp switch connector.
(7) Remove upper two (2) transaxle-to-engine bolts.
(8) Remove three (3) rear mount bracket-to-trans-
axle case bolts (Fig. 9).
(9) Raise vehicle on hoist.
(10) Remove halfshafts. (Refer to 3 - DIFFEREN-
TIAL & DRIVELINE/HALF SHAFT - REMOVAL)
(11) Remove starter motor assembly (Fig. 10).
Fig. 6 Fluid Level Indicator Assembly
1 - INDICATOR ASSEMBLY
2 - BOLT
3 - KICKDOWN CABLE BRACKET
4 - SEAL
Fig. 7 Throttle Valve Cable at Transaxle
1 - LEVER
2 - BRACKET
3 - THROTTLE VALVE CABLE
21 - 36 AUTOMATIC - 31THRS
AUTOMATIC - 31TH (Continued)
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Fig. 8 Gearshift Cable at Transaxle
1 - MANUAL VALVE LEVER
2 - GEAR SHIFT CABLE
3 - UPPER MOUNT BRACKET
Fig. 9 Rear Mount Bracket
1 - BOLT - VERTICAL
2 - BRACKET - REAR MOUNT3 - BOLT - HORIZONTAL
Fig. 10 Starter Motor Removal/Installation
1 - STARTER MOTOR
2 - BOLT
3 - BOLT
RSAUTOMATIC - 31TH21-37
AUTOMATIC - 31TH (Continued)
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(12) Remove front mount and bracket (Fig. 11).
(13) Cut transaxle oil cooler lines flush with fit-
tings. a service kit will be installed upon reintalla-
tion. Plug lines and fittings to prevent debris
intrusion.
(14) Remove structural collar (Fig. 12).
(15) Disconnect vehicle speed sensor connector.
(16) Remove rear mount shield (Fig. 13).
(17) Remove rear mount thru-bolt.
(18) Support engine with screw jack and wood
block.
(19) Remove cradle plate.
(20) Remove torque converter-to-drive plate bolts.
(21) Remove left wheel splash shield.
(22) Remove left upper mount thru-bolt (Fig. 14).
(23) Lower engine/transaxle assembly.
(24) Obtain transmission jack and helper.
(25) Remove remaining transaxle-to-engine bolts
and remove transaxle assembly from vehicle.
Fig. 11 Front Mount and Bracket
1 - BRACKET - FRONT MOUNT
2 - NUT
3 - BOLT
4 - MOUNT - FRONT INSULATOR
5 - BOLT
6 - BOLT
7 - FRONT CROSSMEMBER
Fig. 12 Structural Collar
1 - BOLT - COLLAR TO OIL PAN
2 - BOLT - COLLAR TO TRANSAXLE
3 - STRUCTURAL COLLAR
4 - OIL PAN
Fig. 13 Rear Mount Heat Shield
1 - BOLT - HEAT SHIELD
2 - HEAT SHIELD
3 - CLIP
4 - REAR MOUNT
21 - 38 AUTOMATIC - 31THRS
AUTOMATIC - 31TH (Continued)
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DISASSEMBLY
CAUTION: If transaxle failure has occured, it is nec-
essary to flush the transaxle oil cooler and lines to
remove debris and particles that could contaminate
and/or fail a new or rebuilt unit. (Refer to 7 - COOL-
ING/TRANSMISSION - STANDARD PROCEDURE)
NOTE: This procedure does not include disassem-
bly of final drive (differential) components. (Refer to
21 - TRANSMISSION/TRANSAXLE/AUTOMATIC -
31TH/FINAL DRIVE - DISASSEMBLY)
(1) Measure input shaft end play before disassem-
bly using Tool 8266 and dial indicator C-3339 (Fig.
15):
(a) Set up tools as shown in (Fig. 15).
(b) Move input shaft in and out to obtain end
play reading. End play specifications are 0.19 to
1.50 mm (0.008 to 0.060 inch).
(c) Record indicator reading for reference when
reassembling the transaxle.
(2) Remove transaxle oil pan-to-case bolts (Fig.
16).
Fig. 14 Left Rail-to-Mount
1 - FRAME BRACKET
2 - FRAME RAIL - LEFT
3 - BOLT
4 - TRANSAXLE MOUNTFig. 15 Measure Input Shaft End Play using End
Play Set 8266
1 - TOOL 8266±8
2 - TOOL 8266±2
3 - TOOL C-3339
Fig. 16 Transaxle Oil Pan Bolts
1 - TRANSAXLE OIL PAN
2 - OIL PAN BOLTS
RSAUTOMATIC - 31TH21-39
AUTOMATIC - 31TH (Continued)
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(3) Remove oil pan (Fig. 17). Clean sealing sur-
faces of old adhesive prior to reassembly.
(4) Remove oil filter-to-valve body screws (Fig. 18).(5) Remove oil filter and gasket (Fig. 19).
(6) Remove neutral starting and back-up lamp
switch.
(7) Remove park rod retainer e-clip (Fig. 20).
Fig. 17 Transaxle Oil Pan
1 - TRANSAXLE OIL PAN
2 - OIL FILTER
Fig. 18 Oil Filter Screws
1 - SCREWDRIVER HANDLE
2 - SPECIAL TOOL L-4553
3 - OIL FILTER SCREWS (2)
4 - OIL FILTER
Fig. 19 Oil Filter and Gasket
1 - OIL FILTER
2 - GASKET
3 - VALVE BODY
Fig. 20 Parking Rod E-Clip
1 - VALVE BODY
2 - SCREWDRIVER
3 - ªEº CLIP
4 - PARKING ROD
21 - 40 AUTOMATIC - 31THRS
AUTOMATIC - 31TH (Continued)
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(8) Remove park rod from transaxle (Fig. 21).
(9) Remove cooler bypass valve and seal (Fig. 22).(10) Remove valve body-to-transaxle bolts (Fig.
23).
(11) Remove valve body from transaxle (Fig. 24).
Note orientation and location of governor tubes.
Fig. 21 Parking Rod
1 - VALVE BODY
2 - PARKING ROD
Fig. 22 Cooler Bypass Valve and Seal
1 - TRANSFER PLATE
2 - BYPASS VALVE
3 - SEAL
Fig. 23 Valve Body Attaching Bolts
1 - VALVE BODY
2 - VALVE BODY ATTACHING BOLTS (7)
3 - GOVERNOR TUBES
Fig. 24 Valve Body and Governor Tubes
1 - VALVE BODY ASSEMBLY
2 - GOVERNOR TUBES
RSAUTOMATIC - 31TH21-41
AUTOMATIC - 31TH (Continued)
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(12) Loosen low/reverse band lock nut and adjust-
ing screw to facilitate strut removal (Fig. 25).
(13) Remove low/reverse servo snap ring (Fig. 26).(14) Remove low/reverse servo retainer, spring,
and servo (Fig. 27).
(15) Remove accumulator snap ring (Fig. 28).
Fig. 25 Loosen Low/Reverse Band
1 - LOW-REVERSE BAND LEVER
2 - ADJUSTING SCREW
3 - STRUT
4 - LOW-REVERSE BAND
5 - LOCK NUT
6 - LEVER (SHORT)
Fig. 26 Low/Reverse Servo Snap Ring
1 - SNAP-RING PLIERS
Fig. 27 Remove Retainer, Spring and Servo
1 - SERVO PISTON
2 - SPRING AND RETAINER
Fig. 28 Accumulator Snap Ring
1 - ACCUMULATOR PLATE SNAP RING
2 - SNAP RING PLIERS
3 - ACCUMULATOR PLATE
21 - 42 AUTOMATIC - 31THRS
AUTOMATIC - 31TH (Continued)
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(16) Remove accumulator plate (Fig. 29).
(17) Remove accumulator spring and piston (Fig.
30).(18) Loosen kickdown band adjusting screw lock
nut (Fig. 31).
(19) Loosen kickdown band adjusting screw (Fig.
32) enough to facilitate strut removal.
Fig. 29 Accumulator Plate and Snap Ring
1 - SNAP RING
2 - ACCUMULATOR PLATE
3-88O'' RING
Fig. 30 Accumulator Spring and Piston
1 - ACCUMULATOR SPRING
2 - ACCUMULATOR PISTON
3 - SEAL RINGS
Fig. 31 Kickdown Band Adjusting Screw Lock Nut
1 - KICKDOWN BAND ADJUSTING SCREW
Fig. 32 Kickdown Band Adjusting Screw
1 - KICKDOWN BAND ADJUSTING SCREW
RSAUTOMATIC - 31TH21-43
AUTOMATIC - 31TH (Continued)
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