check oil CHRYSLER CARAVAN 2002 Service Manual

CLUTCH - FRONT
DESCRIPTION
The front clutch assembly (Fig. 119) is composed of
the front clutch retainer, pressure plate, clutch
plates, driving discs, piston, piston return spring,
return spring retainer, and snap-rings. The front
clutch is the forward-most component in the trans-
mission geartrain and is directly behind the oil
pump. It is considered a driving component.
NOTE: The number of discs and plates may vary
with each engine and vehicle combination.
OPERATION
To apply the clutch, pressure is applied between
the clutch retainer and piston. The fluid pressure is
provided by the oil pump, transferred through the
control valves and passageways, and enters the
clutch through the hub of the reaction shaft support.
With pressure applied between the clutch retainer
and piston, the piston moves away from the clutch
retainer and compresses the clutch pack. This action
applies the clutch pack, allowing torque to flow
through the input shaft into the driving discs, and
into the clutch plates and pressure plate that are
lugged to the clutch retainer. The waved snap-ring is
used to cushion the application of the clutch pack. In
some transmissions, the snap-ring is selective and
used to adjust clutch pack clearance.
When pressure is released from the piston, the
spring returns the piston to its fully released position
and disengages the clutch. The release spring also
helps to cushion the application of the clutch assem-
bly. When the clutch is in the process of being
released by the release spring, fluid flows through a
vent and one-way ball-check-valve located in the
clutch retainer. The check-valve is needed to elimi-
nate the possibility of plate drag caused by centrifu-
gal force acting on the residual fluid trapped in the
clutch piston retainer.
DISASSEMBLY
(1) Remove front clutch waved snap ring using a
suitable screwdriver (Fig. 114).
(2) Remove waved snap ring and reaction plate
(Fig. 115).
Fig. 114 Front Clutch Waved Snap Ring
1 - WAVED SNAP RING
2 - SCREWDRIVER
3 - FRONT CLUTCH ASSEMBLY
Fig. 115 Thick Steel Plate and Waved Snap Ring
1 - WAVED SNAP RING
2 - THICK STEEL PLATE
3 - FRONT CLUTCH RETAINER
21 - 82 31TH AUTOMATIC TRANSAXLERS
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(5) Using feeler gauge, measure front clutch clear-
ance (Fig. 125).Front clutch clearance should be
within 1.27-2.79 mm (0.050-0.110 in.) and is not
adjustable.
CLUTCH - REAR
DESCRIPTION
The rear clutch assembly (Fig. 132) is composed of
the input shaft, rear clutch retainer, pressure plate,
clutch plates, driving discs, piston, Belleville spring,
and snap-rings. The Belleville spring acts as a lever
to multiply the force applied on to it by the apply pis-
ton. The increased apply force on the rear clutch
pack, in comparison to the front clutch pack, is
needed to hold against the greater torque load
imposed onto the rear pack. The rear clutch is
directly behind the front clutch and is considered a
driving component.
NOTE: The number of discs and plates may vary
with each engine and vehicle combination.
OPERATION
To apply the clutch, pressure is applied between
the clutch retainer and piston. The fluid pressure is
provided by the oil pump, transferred through the
control valves and passageways, and enters the
clutch through the hub of the reaction shaft support.
With pressure applied between the clutch retainer
and piston, the piston moves away from the clutch
retainer and compresses the clutch pack. This action
applies the clutch pack, allowing torque to flow
through the input shaft into the driving discs, and
into the clutch plates and pressure plate that are
lugged to the clutch retainer. The waved snap-ring is
used to cushion the application of the clutch pack. In
some transmissions, the snap-ring is selective and
used to adjust clutch pack clearance.
When pressure is released from the piston, the
spring returns the piston to its fully released position
and disengages the clutch. The release spring also
helps to cushion the application of the clutch assem-
bly. When the clutch is in the process of being
released by the release spring, fluid flows through a
vent and one-way ball-check-valve located in the
clutch retainer. The check-valve is needed to elimi-
nate the possibility of plate drag caused by centrifu-
gal force acting on the residual fluid trapped in the
clutch piston retainer.
Fig. 124 Front Clutch Waved Snap Ring
1 - WAVED SNAP RING
2 - SCREWDRIVER
3 - FRONT CLUTCH ASSEMBLY
Fig. 125 Measuring Front Clutch Plate Clearance
1 - FEELER GAUGE
2 - FRONT CLUTCH ASSEMBLY
21 - 86 31TH AUTOMATIC TRANSAXLERS
CLUTCH - FRONT (Continued)
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(4) Using Tool L-4436A and an inch-pound torque
wrench, check the turning torque of the differential
(Fig. 164).Turning torque should be within 5±18
in. lbs.
(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 to obtain proper
shim selection:
(a) Remove differential bearing retainer from
the transaxle case.
(b) Remove the bearing cup from the differential
bearing retainer using Tool 6062A.
(c) Remove the existing shim from under the
cup.
(d) Measure the existing shim.
NOTE: 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. Refer to
the ªDifferential Bearing Shim Chart.º Oil Baffle is
not required when making shim selection.
(e) 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.
(f) Install the differential bearing cup, shim, and
oil baffle using Tool 5052 and C-4171. Seal the
retainer to the housing with MOPARtSilicone
Rubber Adhesive Sealant and torque bolts to 28
N´m (250 in. lbs.).DIFFERENTIAL BEARING SHIM CHART
SHIM THICKNESS
MM INCH
.980 0.0386
1.02 0.0402
1.06 0.0418
1.10 0.0434
1.14 0.0449
1.18 0.0465
1.22 0.0481
1.26 0.0497
1.30 0.0512
1.34 0.0528
1.38 0.0544
1.42 0.0560
1.46 0.0575
1.50 0.0591
1.54 0.0607
1.58 0.0623
1.62 0.0638
1.66 0.0654
1.70 0.0670
2.02 0.0796
2.06 0.0812
(7) Using Tool L-4436A and an inch-pound torque
wrench, recheck differential turning torque.Turning
torque should be within 5±18 in. lbs.
Fig. 164 Checking Differential Bearings Turning
Torque
1 - SPECIAL TOOL L-4436±A
2 - TORQUE WRENCH
21 - 98 31TH AUTOMATIC TRANSAXLERS
FINAL DRIVE (Continued)
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FLUID
STANDARD PROCEDURE
STANDARD PROCEDURE - FLUID LEVEL AND
CONDITION CHECK
NOTE: The transmission and differential sump have
a common oil sump with a communicating opening
between the two.
FLUID LEVEL CHECK
The torque converter fills in both the P Park and N
Neutral positions. Place the selector lever in P Park
to be sure that the fluid level check is accurate.The
engine should be running at idle speed for at
least one minute, with the vehicle on level
ground. This will assure complete oil level sta-
bilization between differential and transmis-
sion.The fluid should be at normal operating
temperature (approximately 82 C. or 180 F.). The
fluid level is correct if it is in the HOT region (cross-
hatched area) on the fluid level indicator (Fig. 165).
Low fluid level can cause a variety of conditions
because it allows the pump to take in air along with
the fluid. As in any hydraulic system, air bubbles
make the fluid spongy, therefore, pressures will be
low and build up slowly.
Improper filling can also raise the fluid level too
high. When the transaxle has too much fluid, the
gears churn up foam and cause the same conditions
which occur with a low fluid level.
In either case, the air bubbles can cause overheat-
ing, fluid oxidation, and varnishing. This can inter-
fere with normal valve, clutch, and servo operation.
Foaming can also result in fluid escaping from thetransaxle dipstick where it may be mistaken for a
leak.
FLUID CONDITION
Along with fluid level, it is important to check the
condition of the fluid. MopartATF+4 (Automatic
Transmission Fluid-Type 9602) when new is red in
color. The ATF is dyed red so it can be identified from
other fluids used in the vehicle such as engine oil or
antifreeze. The red color is not permanent and is not
an indicator of fluid condition. As the vehicle is
driven, the ATF will begin to look darker in color and
may eventually become brown.This is normal.
ATF+4 also has a unique odor that may change with
age. Consequently,odor and color cannot be used
to indicate the fluid condition, or the need for a
fluid change.
After the fluid has been checked, seat the dipstick
fully to seal out water and dirt.
STANDARD PROCEDURE - FLUID AND FILTER
CHANGE
NOTE: For the recommended maintenance (fluid/fil-
ter change) intervals for this transaxle, (Refer to
LUBRICATION & MAINTENANCE/MAINTENANCE
SCHEDULES - DESCRIPTION)
NOTE: Only fluids of the type labeled MoparTATF+4
(Automatic Transmission Fluid) Type 9602 should
be used. A filter change should be made at the time
of the transmission oil change. The magnet (on the
inside of the oil pan) should also be cleaned with a
clean, dry cloth.
NOTE: If the transaxle is disassembled for any rea-
son, the fluid and filter should be changed.
FLUID/FILTER SERVICE (RECOMMENDED)
(1) Raise vehicle on a hoist. Place a drain con-
tainer with a large opening, under transaxle oil pan.
(2) Loosen pan bolts and tap the pan at one corner
to break it loose allowing fluid to drain, then remove
the oil pan.
(3) Remove oil filter-to-valve body screws (Fig.
166).
(4) Remove oil filter and gasket (Fig. 167).
(5) Install a new filter and gasket (Fig. 167).
(6) Clean the oil pan and magnet. Reinstall pan
using new MopartSilicone Rubber Adhesive Sealant.
Torque oil pan bolts to 19 N´m (165 in. lbs.).
(7) Pour four quarts of MopartATF+4 (Automatic
Transmission Fluid-Type 9602) through the dipstick
opening.
Fig. 165 Fluid Level Indicator Markings
1 - TRANSAXLE DIPSTICK
RS31TH AUTOMATIC TRANSAXLE21-99
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(8) Start engine and allow to idle for at least one
minute. Then, with parking and service brakes
applied, move selector lever momentarily to each
position, ending in the park or neutral position.
(9) Check the transaxle fluid level and add an
appropriate amount to bring the transaxle fluid level
to 3mm (1/8 in.) below the ªADDº mark on the dip-
stick (Fig. 168).
(10) Recheck the fluid level after the transaxle has
reached normal operating temperature (180ÉF.).
(Refer to 21 - TRANSMISSION/TRANSAXLE/AUTO-
MATIC - 31TH/FLUID - STANDARD PROCEDURE)(11) To prevent dirt from entering transaxle, make
certain that dipstick is fully seated into the dipstick
opening.
DIPSTICK TUBE FLUID SUCTION METHOD
(ALTERNATIVE)
(1) When performing the fluid suction method,
make sure the transaxle is at full operating temper-
ature.
(2) To perform the dipstick tube fluid suction
method, use a suitable fluid suction device (VaculaŸ
or equivalent).
(3) Insert the fluid suction line into the dipstick
tube.
NOTE: Verify that the suction line is inserted to the
lowest point of the transaxle oil pan. This will
ensure complete evacuation of the fluid in the pan.
(4) Follow the manufacturers recommended proce-
dure and evacuate the fluid from the transaxle.
(5) Remove the suction line from the dipstick tube.
(6) Pour four quarts of MopartATF+4 (Automatic
Transmission FluidÐType 9602) through the dipstick
opening.
(7) Start engine and allow to idle for at least one
minute. Then, with parking and service brakes
applied, move selector lever momentarily to each
position, ending in the park or neutral position.
(8) Check the transaxle fluid level and add an
appropriate amount to bring the transaxle fluid level
to 3mm (1/8 in.) below the ªADDº mark on the dip-
stick (Fig. 168).
(9) Recheck the fluid level after the transaxle has
reached normal operating temperature (180ÉF.).
(Refer to 21 - TRANSMISSION/TRANSAXLE/AUTO-
MATIC - 31TH/FLUID - STANDARD PROCEDURE)
(10) To prevent dirt from entering transaxle, make
certain that dipstick is fully seated into the dipstick
opening.
Fig. 166 Oil Filter Screws
1 - SCREWDRIVER HANDLE
2 - SPECIAL TOOL L-4553
3 - OIL FILTER SCREWS (2)
4 - OIL FILTER
Fig. 167 Oil Filter and Gasket
1 - OIL FILTER
2 - GASKET
3 - VALVE BODY
Fig. 168 Dipstick Markings
1 - TRANSAXLE DIPSTICK
21 - 100 31TH AUTOMATIC TRANSAXLERS
FLUID (Continued)
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coating carefully. Do not reuse either part if the coat-
ing is damaged.
Inspect the governor weight spring for distortion.
Replace the spring, if distorted, collapsed, or broken.
Clean the filter in solvent and dry it with compressed
air. Replace the filter, if damaged. Inspect the park
gear for chipped or worn gear teeth or damaged ring
grooves. Replace the gear, if damaged.
Check the teeth on the park gear for wear or dam-
age. Replace the gear if necessary. Inspect the metal
seal rings on the park gear hub. Replace the rings
only if severely worn, or broken.
OIL PUMP
DESCRIPTION
The oil pump is located in the pump housing inside
the bell housing of the transmission case. The oil
pump consists of an inner and outer gear, a housing,
and a cover that also serves as the reaction shaft
support (Fig. 182).
OPERATION
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 drawsfluid 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.
STANDARD PROCEDURE - OIL PUMP VOLUME
CHECK
Measuring the oil pump output volume will deter-
mine if sufficient oil flow to the transmission oil
cooler exists, and whether or not an internal trans-
mission failure is present.
Verify that the transmission fluid is at the proper
level. Refer to the Fluid Level Check procedure in
this section. If necessary, fill the transmission to the
proper level with MopartATF +4, type 9602, Auto-
matic Transmission Fluid.
(1) Using hose cutters or a suitable blade, cut the
To coolerline off flush with the cooler inlet fitting
and place a collecting container under the open line.
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.
(2) Run the engineat curb idle speed, with the
shift selector in neutral.
(3) If one quart of transmission fluid is collected in
the container in 20 seconds or less, oil pump flow vol-
ume is within acceptable limits. If fluid flow is inter-
Fig. 182 Oil Pump Assembly
1 - REACTION SHAFT SUPPORT
2 - INNER GEAR
3 - PUMP BODY4 - PUMP BUSHING
5 - OUTER GEAR
RS31TH AUTOMATIC TRANSAXLE21 - 105
GOVERNOR (Continued)
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mittent, or it takes more than 20 seconds to collect
one quart of fluid, (Refer to 21 - TRANSMISSION/
TRANSAXLE/AUTOMATIC - 31TH - DIAGNOSIS
AND TESTING) for further diagnosis.
(4) Re-connect theTo coolerline to the transmis-
sion cooler inlet using a service splice kit. Refer to
instructions included with the kit.
(5) Refill the transmission to proper level. (Refer
to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC
- 31TH/FLUID - STANDARD PROCEDURE)
DISASSEMBLY
(1) Remove reaction shaft support-to-pump body
bolts.
(2) Remove reaction shaft support, and the inner
and outer pump gears (Fig. 183).
CLEANING
Clean pump and support components with solvent
and dry them with compressed air.
INSPECTION
(1) Check condition of the seal rings and thrust
washer on the reaction shaft support. The seal rings
do not need to be replaced unless cracked, broken, or
severely worn.
(2) Visually inspect the pump and support compo-
nents. Replace the pump assembly if the seal ring
grooves or machined surfaces are worn, scored, pit-
ted, or damaged. Replace the pump assembly if the
gears if pitted, worn chipped, or damaged.
(3) Inspect the pump bushing. Then check the
reaction shaft support bushing. Replace the pump
assembly if either bushing is heavily worn, scored or
damaged.
(4) Clearance between outer gear and reaction
shaft housing should be 0.010 to 0.063 mm (0.0004 to
0.0025 in.). Clearance between inner gear and reac-
tion shaft housing should be 0.010 to 0.063 mm
(0.0004 to 0.0025 in.). Both clearances can be mea-
sured at the same time by installing the gears in the
pump body and measure pump component clearances
as follows:
Fig. 183 Oil Pump Assembly
1 - REACTION SHAFT SUPPORT
2 - INNER GEAR
3 - PUMP BODY4 - PUMP BUSHING
5 - OUTER GEAR
21 - 106 31TH AUTOMATIC TRANSAXLERS
OIL PUMP (Continued)
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(5) Reinstall gears to pump body and measure
outer gear-to-pocket clearance with a feeler gauge
(Fig. 184).Outer gear-to-pocket clearance should
be within 0.045-0.141 mm (0.0018-0.0056 in.).
(6) Measure both inner and outer gear side clear-
ance with PlastigageŸ. If PlastigageŸ is not avail-
able, measure across the pump body with a straight
edge and feeler gauge.
(a) Position an appropriate piece of PlastigageŸ
across both gears.
(b) Align the plastigage to a flat area on the
reaction shaft housing.
(c) Install the reaction shaft support to the
pump housing and torque to 28 N´m (250 in. lbs.).
(d) Separate the reaction shaft housing from the
pump housing and measure the PlastigageŸ fol-
lowing the instructions supplied with it.Inner
and outer gear side clearance should be
within 0.020-0.046 mm (0.0008-0.0018 in.).
ASSEMBLY
(1) Install inner and outer gears to pump body
(Fig. 183). Lubricate gears with MopartATF+4
(Automatic Transmission Fluid-Type 9602).
(2) Install reaction shaft support to pump body
and align holes.
(3) Install and torque reaction shaft support-to-
pump body bolts to 28 N´m (250 in. lbs.).
PARK/NEUTRAL POSITION
SWITCH
DIAGNOSIS AND TESTING - PARK/NEUTRAL
POSITION SWITCH
The park/neutral starting switch is the center ter-
minal of the 3 terminal switch. It provides ground for
the starter solenoid circuit through the selector lever
in only Park (P) and Neutral (N) 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.
REMOVAL
(1) Unscrew switch from transaxle case allowing
fluid to drain into a container. Move selector lever to
Park, then to Neutral position, and inspect to see the
switch operating lever fingers are centered in switch
opening.
INSTALLATION
(1) Screw the switch with a new seal into trans-
axle case and tighten to 33 N´m (24 ft. lbs.). Retest
switch with the test lamp.
(2) Add fluid to transaxle to bring up to proper
level.
(3) The back-up lamp switch circuit is through the
two outside terminals of the 3 terminal switch.
(4) To test switch, remove wiring connector from
switch and test for continuity between the two out-
side pins.
(5) Continuity should exist only with transaxle in
Reverse position.
(6) No continuity should exist from either pin to
the case.Fig. 184 Measuring Pump Outer Gear-to-Pocket
Clearance
1 - FEELER GAUGE
2 - OUTER GEAR
RS31TH AUTOMATIC TRANSAXLE21 - 107
OIL PUMP (Continued)
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STATOR
Torque multiplication is achieved by locking the
stator's over-running clutch to its shaft (Fig. 236).
Under stall conditions (the turbine is stationary), the
oil leaving the turbine blades strikes the face of the
stator blades and tries to rotate them in a counter-
clockwise direction. When this happens the over±run-
ning clutch of the stator locks and holds the stator
from rotating. With the stator locked, the oil strikes
the stator blades and is redirected into a ªhelpingº
direction before it enters the impeller. This circula-
tion of oil from impeller to turbine, turbine to stator,
and stator to impeller, can produce a maximum
torque multiplication of about 2.4:1. As the turbine
begins to match the speed of the impeller, the fluid
that was hitting the stator in such as way as to
cause it to lock±up is no longer doing so. In this con-
dition of operation, the stator begins to free wheel
and the converter acts as a fluid coupling.
TORQUE CONVERTER CLUTCH (TCC)
In a standard torque converter, the impeller and
turbine are rotating at about the same speed and the
stator is freewheeling, providing no torque multipli-
cation. By applying the turbine's piston to the front
cover's friction material, a total converter engage-
ment can be obtained. The result of this engagement
is a direct 1:1 mechanical link between the engine
and the transmission.
The engagement and disengagement of the TCC
are automatic and controlled by the Powertrain Con-
trol Module (PCM). The engagement cannot be acti-
vated in the lower gears because it eliminates the
torque multiplication effect of the torque converternecessary for acceleration. Inputs that determine
clutch engagement are: coolant temperature, vehicle
speed and throttle position. The torque converter
clutch is engaged by the clutch solenoid on the valve
body. The clutch will engage at approximately 56
km/h (35 mph) with light throttle, after the shift to
third gear.
REMOVAL
(1) Remove transmission and torque converter
from vehicle. (Refer to 21 - TRANSMISSION/TRANS-
AXLE/AUTOMATIC - 31TH - REMOVAL)
(2) Place a suitable drain pan under the converter
housing end of the transmission.
CAUTION: Verify that transmission is secure on the
lifting device or work surface, the center of gravity
of the transmission will shift when the torque con-
verter is removed creating an unstable condition.
The torque converter is a heavy unit. Use caution
when separating the torque converter from the
transmission.
(3) Pull the torque converter forward until the cen-
ter hub clears the oil pump seal.
(4) Separate the torque converter from the trans-
mission.
INSTALLATION
Check converter hub and drive notches for sharp
edges, burrs, scratches, or nicks. Polish the hub and
notches with 320/400 grit paper or crocus cloth if nec-
essary. The hub must be smooth to avoid damaging
the pump seal at installation.
(1) Lubricate converter hub and oil pump seal lip
with transmission fluid.
(2) Place torque converter in position on transmis-
sion.
CAUTION: Do not damage oil pump seal or bushing
while inserting torque converter into the front of the
transmission.
(3) Align torque converter to oil pump seal open-
ing.
(4) Insert torque converter hub into oil pump.
(5) While pushing torque converter inward, rotate
converter until converter is fully seated in the oil
pump gears.
(6) Check converter seating with a scale and
straightedge (Fig. 237). Surface of converter lugs
should be 1/2 in. to rear of straightedge when con-
verter is fully seated.
(7) If necessary, temporarily secure converter with
C-clamp attached to the converter housing.
Fig. 236 Stator Operation
1 - DIRECTION STATOR WILL FREE WHEEL DUE TO OIL
PUSHING ON BACKSIDE OF VANES
2 - FRONT OF ENGINE
3 - INCREASED ANGLE AS OIL STRIKES VANES
4 - DIRECTION STATOR IS LOCKED UP DUE TO OIL PUSHING
AGAINST STATOR VANES
RS31TH AUTOMATIC TRANSAXLE21 - 127
TORQUE CONVERTER (Continued)
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(3) Separate transfer and separator plate from
valve body assembly (Fig. 309). Note check ball loca-
tions (Fig. 310) for proper reassembly.(4) Remove throttle valve shaft-to-manual valve
shaft e-clip (Fig. 311). Note orientation of washer and
seal (Fig. 312).
Fig. 309 Separate Transfer Plate and Separator
Plate from Valve Body
1 - SEPARATOR PLATE
2 - TRANSFER PLATE
3 - OIL SCREEN
4 - VALVE BODY
Fig. 310 Steel Ball Locations
1 - MANUAL VALVE
2 - STEEL BALLS (8)
3 - STEEL BALLS
Fig. 311 Remove Throttle Shaft E-Clip
1 - MANUAL VALVE LEVER ASSEMBLY
2 - THROTTLE VALVE LEVER ASSEMBLY
3 - SCREWDRIVER
4 - ªEº CLIP
Fig. 312 Throttle Shaft E-Clip, Washer, and Seal
1 - MANUAL VALVE LEVER ASSEMBLY
2 - OIL SEAL
3 - ªEº CLIP
4 - THROTTLE VALVE LEVER ASSEMBLY
5 - WASHER
RS31TH AUTOMATIC TRANSAXLE21 - 149
VALVE BODY (Continued)
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