CHEVROLET PLYMOUTH ACCLAIM 1993 Service Manual

If vehicle operates properly at highway speeds, but
has poor acceleration, the torque converter stator
overrunning clutch may be slipping. If through-gear
acceleration is normal, but high throttle opening is
required to maintain highway speeds, the torque con-
verter stator clutch may have seized. Both of these
stator defects require replacement of the torque con-
verter. 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 Dfirst gear
and 1first gear positions. Also the overrunning
clutch is applied in Dfirst gear and the low/reverse
band is applied in 1first gear position. If the tran-
saxle slips in Drange 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 Dthird 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. 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 cannot be decided. Practically any
condition can be caused by leaking hydraulic circuits
or sticking valves.
ELEMENTS IN USE AT EACH POSITION OF THE SELECTOR LEVER
Fig. 1 Dipstick and Transaxle Vent
Fig. 2 Torque Converter Clutch Solenoid Wiring Connector
Ä TRANSAXLE 21 - 41

Unless the condition is obvious, like no drive in D
range first gear only. The transaxle should never be
disassembled until hydraulic pressure tests have
been performed.
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 control cable adjust-
ments have been checked and approved. Fluid must be at operating temperature (150 to 200
degrees F.). Install an engine tachometer, raise vehicle on hoist
which allows front wheels to turn, and position ta-
chometer so it can be read. Disconnect throttle cable and shift cable from tran-
saxle levers so they can be controlled from outside
the vehicle. Attach 150 psi gauges to ports required for test be-
ing conducted. A 300 psi gauge (C-3293) is required
for reverse pressure test at rear servo.
Test port locations are shown in (Fig. 3).
TEST ONE (SELECTOR IN 1)
(1) Attach gauges to lineandlow-reverse ports
(Fig. 3). (2) Operate engine at 1000 rpm for test.
(3) Move selector lever on transaxle all the way
rearward ( 1position).
(4) Read pressures on both gauges as throttle lever
on transaxle is moved from full clockwise position to
full counterclockwise position. (5) Line pressure should read 52 to 58 psi with
throttle lever clockwise and gradually increase, as le-
ver is moved counterclockwise, to 80 to 88 psi. (6) Low-reverse pressure should read the same as
line pressure within 3 psi. (7) This tests pump output, pressure regulation,
and condition of rear clutch and rear servo hydraulic
circuits.
TEST TWO (SELECTOR IN 2)
(1) Attach one gauge to line pressureport and
tee another gauge into lower cooler line fitting. This
will allow you to read lubricationpressure (Fig 3).
(2) Operate engine at 1000 rpm for test.
Fig. 3 Transaxle (Left Side)
21 - 42 TRANSAXLE Ä

(3) Move selector lever on transaxle one detent
forward from full rearward position. This is selector
2 position.
(4) Read pressures on both gauges as throttle lever
on transaxle is moved from full clockwise position to
full counterclockwise position. (5) Line pressure should read 52 to 58 psi with
throttle lever clockwise and gradually increase, as le-
ver is moved counterclockwise, to 80 to 88 psi. (6) Lubrication pressure should be 10 to 25 psi
with lever clockwise and 10 to 35 psi with lever full
counterclockwise. (7) This tests pump output, pressure regulation,
and condition of rear clutch and lubrication hydrau-
lic circuits.
TEST THREE (SELECTOR IN D)
(1) Attach gauges to lineandkickdown release
ports (Fig. 3). (2) Operate engine at 1600 rpm for test.
(3) Move selector lever on transaxle two detents
forward from full rearward position. This is selector
D position.
(4) Read pressures on both gauges as throttle lever
on transaxle is moved from full clockwise position to
full counterclockwise position. (5) Line pressure should read 52 to 58 psi with
throttle lever clockwise and gradually increase, as le-
ver is moved counterclockwise to 80 to 88 psi. (6) Kickdown release is pressurized only in direct
drive and should be same as line pressure within 3
psi, up to kickdown point. (7) This tests pump output, pressure regulation,
and condition of rear clutch, front clutch, and hy-
draulic circuits.
TEST FOUR (SELECTOR IN REVERSE)
(1) Attach 300 psi gauge to low-reverseport (Fig.
3). (2) Operate engine at 1600 rpm for test.
(3) Move selector lever on transaxle four detents
forward from full rearward position. This is selector
R position.
(4) Low-reverse pressure should read 180 to 220
psi with throttle lever clockwise and gradually in-
crease, as lever is moved counterclockwise to 260 to
300 psi. (5) This tests pump output, pressure regulation,
and condition of front clutch and rear servo hydraulic
circuits. (6) Move selector lever on transaxle to Dposition
to check that low-reverse pressure drops to zero. (7) This tests for leakage into rear servo, due to
case porosity, which can cause reverse band burn
out.
TEST RESULT INDICATIONS
(1) If proper line pressure, minimum to maximum, is
found in any one test, the pump and pressure regulator
are working properly. (2) Low pressure in D, 1, and 2but correct pressure
in Rindicates rear clutch circuit leakage.
(3) Low pressure in D and Rbut correct pressure in
1 indicates front clutch circuit leakage.
(4) Low pressure in R and 1but correct pressure in
2 indicates rear servo circuit leakage.
(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 0-150 psi pressure gauge to governor
pressure take-off point, located at lower right side of
case, below differential cover (Fig. 3). (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 at
standstill (above 3 psi) will prevent the transaxle from
downshifting.
THROTTLE PRESSURE
No gauge port is provided for throttle pressure.
Incorrect throttle pressure should only be suspected if
part throttle upshift speeds are either delayed or occur
too early, with a correctly adjusted throttle cable.
Engine runaway on either upshifts or downshifts can
also be an indicator of incorrect (low) throttle pressure
setting, or misadjusted throttle cable. In no case should throttle pressure be adjusted until
the transaxle throttle cable adjustment has been veri-
fied to be correct.
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 by
substituting air pressure for fluid pressure (Fig. 4). The front and rear clutches, kickdown servo, and
low-reverse servo may be tested by applying air pres-
sure to their respective passages after the valve body assembly has been removed. To make
air pressure tests, proceed as follows: Compressed air supply must be free of all dirt
or moisture. Use a pressure of 30 psi. Remove oil pan and valve body See Disassembly-
Subassembly Removal .
FRONT CLUTCH
Apply air pressure to front clutch applypassage and
listen for a dull thudwhich indicates that front
Ä TRANSAXLE 21 - 43

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 applypassage
and listen for a dull thudwhich indicates that rear
clutch is operating. Also inspect for excessive oil
leaks. If a dull thudcannot 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.
KICKDOWN SERVO (FRONT)
Direct air pressure into kickdown servo ONpas-
sage. Operation of servo is indicated by a tightening
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
or erratic shift conditions indicate that malfunctions
exist in the valve body.
FLUID LEAKAGE-TRANSAXLE TORQUE
CONVERTER HOUSING AREA
(1) Check for Source of Leakage.
Since fluid leakage at or around the torque con-
verter area may originate from an engine oil leak,
the area should be examined closely. Factory fill
fluid is dyed red and, therefore, can be distinguished
from engine oil. (2) Prior to removing the transaxle, perform the
following checks:
² When leakage is determined to originate from the
transaxle, check fluid level prior to removal of the
transaxle and torque converter.
² High oil level can result in oil leakage out the
vent in the dipstick. If the fluid level is high, adjust
to proper level. After performing this operation, inspect for leak-
age. If a leak persists, perform the following opera-
tion on the vehicle to determine if it is the torque
converter or transaxle that is leaking.
LEAKAGE TEST PROBE
(1) Remove torque converter housing dust shield.
(2) Clean the inside of torque converter housing
(lower area) as dry as possible. A solvent spray fol-
lowed by compressed air drying is preferable.
Fig. 4 Air Pressure Tests
21 - 44 TRANSAXLE Ä

(3) Fabricate and fasten test probe (Fig. 5) securely
to convenient dust shield bolt hole. Make certain
torque converter is cleared by test probe. Tool must
be clean and dry.
(4) Run engine at approximately 2,500 rpm with
transaxle in neutral, for about 2 minutes. Transaxle
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 MOPAR tAdhesive 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-
ish. (b) Bushing moved and/or worn.
(c) Oil return hole in pump housing plugged or
omitted. (d) Seal worn out (high-mileage vehicles).
(2) Fluid leakage at the outside diameter from
pump housing O-ring. (3) Fluid leakage at the pump to case bolts. Check
condition of washers on bolts and use new bolts if
necessary. (4) Fluid leakage due to case or pump housing po-
rosity.
TORQUE CONVERTER LEAKAGE
Possible sources of torque converter leakage are:
² Torque converter weld leaks at the outside diame-
ter (peripheral) weld.
² Torque converter hub weld.
² Torque converter impeller shell cracked adjacent
to hub.
² At drive lug welds. Hub weld is inside and not visible. Do not
attempt to repair. Replace torque converter.
AIR PRESSURE TEST OF TRANSAXLE
Fabricate equipment needed for test as shown in
figures 6 and 7.
The transaxle should be prepared for pressure test as
follows after removal of the torque converter: (1) Install a dipstick bore plug and plug oil cooler
line fitting (lower fitting). (2) With rotary motion, install converter hub seal
cup over input shaft. It must go through the converter
hub seal until the cup bottoms against the pump gear
lugs. Before use, inspect hub seal cup (Fig. 6) for nicks
or burrs that could damage seal. Secure with cup
retainer strap (Fig. 7) using starter upper hole and
opposite bracket hole. (3) Attach and clamp hose from nozzle of Tool C-4080
to the upper cooler line fitting position in case.
CAUTION: Do not, under any circumstances, pressur-
ize a transaxle to more than 10 psi. (4) Pressurize the transaxle using Tool C-4080 until
the pressure gauge reads 8 psi. Position transaxle
Fig. 5 Leak Locating Test Probe Tool
Fig. 6 Torque Converter Hub Seal Cup
Fig. 7 Hub Seal Cup Retaining Strap
Ä TRANSAXLE 21 - 45

so that pump housing and case front may be covered
with soapy solution or water. Leaks are sometimes
caused by porosity in the case or pump housing.If a leak source is located, that part and all associ-
ated seals, O-rings, and gaskets should be replaced
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-
justment is required.
CAUTION: When it is necessary to disassemble
linkage cable from levers, which use plastic grom-
mets 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. Tighten screw to
11 N Im (100 in. lbs.). Gearshift linkage should now
be properly adjusted. (6) Check adjustment as follows:(a) Detent position for neutral and drive should
be within limits of hand lever gate stops. (b) Key start must occur only when shift lever is
in park or neutral positions.
THROTTLE PRESSURE LINKAGE ADJUSTMENT
The throttle pressure cable adjustment is very im-
portant to proper transaxle operation. This adjust-
ment positions a valve which controls shift speed,
shift quality, and part throttle downshift sensitivity.
If the setting is too long, early shifts and slippage be-
tween shifts may occur. If the setting is too short,
shifts may be delayed and part throttle downshifts
may be very sensitive.
CABLE ADJUSTMENT PROCEDURE (4-CYL.)
(1) Perform transaxle throttle pressure cable ad-
justment while engine is at normal operating tem-
perature. (2) Loosen cable mounting bracket lock screw.
(3) Bracket should be positioned with both bracket
alignment tabs touching the transaxle cast surface.
Tighten lock screw to 12 N Im (105 in. lbs.) see Fig-
ure 8.
(4) Release cross-lock on the cable assembly (pull
cross-lock upward) see Figure 7. (5) To insure proper adjustment, the cable must be
free to slide all the way toward the engine, against
its stop, after the cross-lock is released. (6) Move transaxle throttle control lever fully
clockwise, against its internal stop, and press cross-
lock downward into locked position (Fig. 7). (7) The adjustment is complete and transaxle
throttle cable backlash was automatically removed. (8) Test cable freedom of operation by moving the
transaxle throttle lever forward (counterclockwise).
Then slowly release it to confirm it will return fully
rearward (clockwise). (9) No lubrication is required for any component of
the throttle cable system.
ROD ADJUSTMENT PROCEDURE (6-CYL.)
(1) Perform transaxle throttle pressure cable ad-
justment while engine is at normal operating tem-
perature. (2) Loosen adjustment swivel lock screw.
(3) To insure proper adjustment, swivel must be
free to slide along flat end of throttle rod so that pre-
load spring action is not restricted. Disassemble and
clean or repair parts to assure free action, if neces-
sary. (4) Hold transaxle throttle lever firmly toward en-
gine, against its internal stop and tighten swivel lock
screw to 11 N Im (100 in. lbs.)
(5) The adjustment is finished and linkage back
lash was automatically removed by the preload
spring. (6) If lubrication is required see Lubrication,
Group 0.
Fig. 8 Throttle Pressure CableÐTypical
21 - 46 TRANSAXLE Ä

BAND ADJUSTMENT
KICKDOWN BAND (FRONT)
The kickdown band adjusting screw is located on
left side (top front) of the transaxle case. (1) Loosen locknut and back off nut approximately
five turns. Test adjusting screw for free turning in
the transaxle case. (2) Using wrench, Tool C-3880-A with adapter Tool
C-3705, tighten band adjusting screw to 5 N Im (47 to
50 in. lbs.). If adapter C-3705 is not used, tighten ad-
justing screw to 8 N Im (72 in. lbs.) which is the true
torque. (3) Back off adjusting screw the number of turns
listed in Specifications . Hold adjusting screw in this
position and tighten locknut to 47 N Im (35 ft. lbs.)
LOW/REVERSE BAND-REAR
To adjust low-reverse band, proceed as follows:
(1) Loosen and back off locknut approximately 5
turns. (2) Using an inch-pound torque wrench, tighten
adjusting screw to 5 N Im (41 in. lbs.) true torque.
(3) Back off adjusting screw the number of turns
listed under Specifications in the rear of the Tran-
saxle Section in this service manual. (4) Tighten locknut to 14 N Im (10 ft. lbs.).
HYDRAULIC CONTROL PRESSURE ADJUSTMENTS
LINE PRESSURE
An incorrect throttle pressure setting will cause in-
correct line pressure readings even though line pres-
sure adjustment is correct. Always inspect and
correct throttle pressure adjustment before adjusting
the line pressure. The approximate adjustment for line pressure is
1-5/16 inches, measured from valve body to inner
edge of adjusting nut. However, due to manufactur-
ing tolerances, the adjustment can be varied to ob-
tain specified line pressure. The adjusting screw may be turned with an Allen
wrench. One complete turn of adjusting screw
changes closed throttle line pressure approximately
1-2/3 psi. Turning adjusting screw counterclockwise
increases pressure, and clockwise decreases pressure.
THROTTLE PRESSURE
Throttle pressures cannot be tested accurately;
therefore, the adjustment should be measured if a
malfunction is evident. (1) Insert gauge pin of Tool C-3763 between the
throttle lever cam and kickdown valve. (2) By pushing in on tool, compress kickdown
valve against its spring so throttle valve is com-
pletely bottomed inside the valve body. (3) While compressing spring, turn throttle lever
stop screw with adapter C-4553. Turn until head of screw touches throttle lever tang, with throttle lever
cam touching tool and throttle valve bottomed. Be sure
adjustment is made with spring fully compressed and
valve bottomed in the valve body.
VEHICLE SPEED SENSOR PINION GEAR
When the speed sensor is removed for any reason, a
NEW O-ring must be installed on its outside diameter.
REMOVAL AND INSTALLATION
(1) Remove speedometer cable (if so equipped).
(2) Remove harness connector from sensor. Make
sure weatherseal stays on harness connector. (3) Remove bolt securing the distance sensor in the
extension housing. (4) Carefully pull sensor and pinion gear assembly
out of extension housing. (5) Remove pinion gear from sensor.
(6) To install, reverse the above procedure. Make
sure extension housing and sensor flange are clean
prior to installation. Always use a NEW sensor O-ring. (7) Tighten securing bolt to 7 N Im (60 in. lbs.).
Tighten speedometer cable to 4 N Im (35 in. lbs.).
PARK/NEUTRAL POSITION AND BACK-UP LAMP
SWITCH
REPLACEMENT AND TEST
The Park/Neutral switch is the center terminal of the
3 terminal switch. It provides ground for the starter
solenoid circuit through the selector lever in only Park
and Neutral positions. (1) To test switch, remove wiring connector from
switch and test for continuity between center pin of
switch and transaxle case. Continuity should exist only
when transaxle is in Park or Neutral. (2) Check gearshift cable adjustment before replac-
ing a switch which tests bad. (3) Unscrew switch from transaxle case allowing
fluid to drain into a container. Move selector lever to
Park and then to Neutral positions. Inspect to see that
the switch operating lever fingers are centered in
switch opening in the case. (4) Screw the switch with a new seal into transaxle
case and tighten to 33 N Im (24 ft. lbs.). Retest switch
with the test lamp. (5) Add fluid to transaxle to bring up to proper level.
(6) The back-up lamp switch circuit is through the
two outside terminals of the 3 terminal switch. (7) To test switch, remove wiring connector from
switch and test for continuity between the two outside
pins. (8) Continuity should exist only with transaxle in
Reverse position. (9) No continuity should exist from either pin to the
case.
Ä TRANSAXLE 21 - 47

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-
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.
OIL COOLERS AND TUBES REVERSE FLUSHING
When a transaxle failure has contaminated the
fluid, the oil cooler(s) must be flushed. The torque
converter must be replaced with an exchange unit.
This will insure that metal particles or sludged oil
are not transferred back into the reconditioned (or
replaced) transaxle.
CAUTION: If vehicle is equipped with two oil cool-
ers (one in the radiator tank, one in front of the ra-
diator) they must be flushed separately. Do not
attempt to flush both coolers at one time.
(1) Disconnect the cooler lines at the transmission.
(2) Using a hand suction gun filled with mineral
spirits, reverse flush the cooler. Force mineral spirits
into the From Cooler line of the cooler (Fig. 9) and
catch the exiting spirits from the To Coolerline.
Observe for the presence of debris in the exiting
fluid. Continue until fluid exiting is clear and free
from debris. (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.
OIL COOLER FLOW CHECK
After the new or repaired transmission has been
installed and filled to the proper level with auto-
matic transmission fluid. The flow should be checked
using the following procedure: (1) Disconnect the From coolerline at the trans-
mission and place a collecting container under the
disconnected line. (2) Run the engine at curb idle speed , with the
shift selector in neutral. (3) If the fluid flow is intermittent or it takes more
than 20 seconds to collect one quart of automatic
transmission fluid, the cooler should be replaced.
CAUTION: With the fluid set at the proper level,
fluid collection should not exceed (1) quart or inter-
nal damage to the transmission may occur.
(4) If flow is found to be within acceptable limits,
reconnect the cooler line. Then fill transmission to
the proper level, using the approved type of auto-
matic transmission fluid.
TRANSAXLE AND TORQUE CONVERTER REMOVAL
Transaxle removal does NOT require engine
removal. (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 plate during removal. (2) Disconnect battery negative cable .
(3) Disconnect throttle linkage and shift linkage
from transaxle.
Fig. 9 Cooler Line Identification
21 - 48 TRANSAXLE Ä

If equipped, unplug torque converter clutch
plug, located near the dipstick.
CAUTION: Raise vehicle. Remove front wheels. Refer
to Suspension, Group 2 to remove or install wheel
hub nut and both drive shafts. Remove torque converter dust cover. Mark
torque converter and drive plate with chalk, for
reassembly. Remove torque converter mounting
bolts.
Fig. 1 Remove Upper and Lower Oil Cooler Hoses
Fig. 2 Engine Support Fixture
Fig. 3 Remove Bell Housing Upper Bolts
Fig. 4 Remove or Install Left Splash Shield
Fig. 5 Remove or Install Access Plug in Right Splash Shield to Rotate Engine Crankshaft
Fig. 6 Remove or Install Wire to Neutral/Park Safety Switch
Ä TRANSAXLE 21 - 49

Remove or install starter. Remove or install lower
bell housing bolts. Carefully work transaxle and torque converter as-
sembly rearward off engine block dowels and disen- 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 MOPAR tATF PLUS (Auto-
matic Transmission Fluid) Type 7176.
DISASSEMBLY SUBASSEMBLY REMOVAL
Prior to removing any transaxle subassemblies,
plug all openings and thoroughly clean exterior of
the unit, preferably by steam. Cleanliness through
entire disassembly and assembly cannot be overem-
phasized. When disassembling, each part should be
Fig. 7 Remove or Install Engine Mount Bracket from Front Crossmember
Fig. 8 Remove or Install Front Mount InsulatorThrough-Bolt and Bell Housing Bolts
Fig. 9 Positioning Transmission Jack
Fig. 10 Remove or Install Left Engine Mount
Fig. 11 Remove or Install Left Engine Mount from Engine
21 - 50 TRANSAXLE Ä