torque CHRYSLER VOYAGER 1996 Service Manual

end stationary, tighten tie rod end to steering
knuckle attaching nut (Fig. 17). Then using a crow-
foot and 11/32 socket (Fig. 21), torque tie rod end
attaching nut to 54 N´m (40 ft. lbs.).
CAUTION: During this procedure do not allow the
steering gear boot to become twisted. (See Wheel
Alignment in the suspension section of this service
manual).
(9) Make toe adjustment by turning inner tie rod.
(10) Tighten the inner to outer tie rod jam nut to
75 N´m (55 ft. lbs.) torque. Lubricate tie rod boot
groove with silicone type lubricant, before installing
outer boot clamp, making sure boot is not twisted.
OUTER TIE ROD END
DISASSEMBLE
(1) Loosen inner tie rod to outer tie rod jam nut
(Fig. 22).
(2) Remove nut attaching outer tie rod end to
steering knuckle (Fig. 23).Nut is to be removed
from tie rod end using the following procedure,
hold tie rod end stud with a 11/32 socket while
loosening and removing nut with wrench.
(3) Remove the tie rod end stud from steering
knuckle arm, using Remover, Special Tool,
MB-991113 (Fig. 24) or MB-990635.
(4) Remove outer tie rod end from inner tie rod by
un-threading it from the inner tie rod.
Fig. 20 Installing Tie Rod Boot To Steering Gear
Clamp
Fig. 21 Torquing Tie Rod End Attaching Nut
Fig. 22 Inner To Outer Tie Rod Jam Nut
Fig. 23 Tie Rod End Attaching Nut
NSSTEERING 19 - 33
DISASSEMBLY AND ASSEMBLY (Continued)

ASSEMBLE
(1) Install outer tie rod onto inner tie rod.Make
sure jam nut (Fig. 22) is on inner tie rod.
(2) Do not tighten jam nut.
(3) Install tie rod end into the steering knuckle.
Start tie rod end to steering knuckle attaching nut
onto stud of tie rod end. While holding stud of tie rod
end stationary, tighten tie rod end to steering
knuckle attaching nut (Fig. 23). Then using a crow-
foot and 11/32 socket (Fig. 25), torque tie rod end
attaching nut to 54 N´m (40 ft. lbs.).
CAUTION: During this procedure do not allow the
steering gear boot to become twisted. (See Wheel
Alignment in the suspension section of this service
manual).
(4) Adjust the front Toe setting on the vehicle.
Refer to the Toe Setting Procedure in Front Suspen-
sion Service Procedures in this group of the service
manual. Refer to the Specifications Section at the
end of this group for the desired front Toe specifica-
tion.
(5) Tighten tie rod jam nut (Fig. 22) to 55 N´m (75
ft. lbs.) torque.(6) Adjust the steering gear to inner tie rod boots
at inner tie rod if they became twisted during Toe
adjustment.
SPECIFICATIONS
STEERING GEAR FASTENER TORQUE
SPECIFICATIONS
DESCRIPTION TORQUE
STEERING GEAR:
To Suspension Cradle Bolts. . . .183 N´m (135 ft. lbs.)
Tie Rod To Steering
Knuckle Nut...............54N´m(40ft.lbs.)
Outer To Inner Tie Rod
JamNut..................75N´m(55ft.lbs.)
Power Steering Hose
Tube Nuts...............31N´m(275 in. lbs.)
Coupler Pinch Bolt...........28N´m(250 in. lbs.)
SUSPENSION CRADLE:
Cradle Plate To Cradle
Attaching Bolts...........165 N´m (123 ft. lbs.)
Fig. 24 Tie Rod End Removal From Steering
KnuckleFig. 25 Torquing Tie Rod End Attaching Nut
19 - 34 STEERINGNS
DISASSEMBLY AND ASSEMBLY (Continued)

STEERING COLUMN
INDEX
page page
DESCRIPTION AND OPERATION
STEERING COLUMN DESCRIPTION......... 36
DIAGNOSIS AND TESTING
STEERING COLUMN..................... 38
SERVICE PROCEDURES
STEERING COLUMN SERVICE PROCEDURE
WARNINGS........................... 38REMOVAL AND INSTALLATION
STEERING COLUMN ASSEMBLY............ 38
SPECIFICATIONS
STEERING COLUMN FASTENER TORQUE
SPECIFICATIONS...................... 45
DESCRIPTION AND OPERATION
STEERING COLUMN DESCRIPTION
The steering column (Fig. 1) has been designed to
be serviced only as a complete assembly, if a compo-
nent of the steering column is defective. The only
replaceable components of the steering columnassembly are the key cylinder, ignition switch, multi-
function switch, clockspring, halo lamp, speed control
switches, driver airbag, trim shrouds and steering
wheel. These replaceable components of the steering
column can be serviced without requiring removal of
the steering column from the vehicle.
Fig. 1 Steering Column Assembly Components
19 - 36 STEERINGNS

(28) Remove steering column assembly from vehi-
cle. Use care to avoid damage to paint or interior
trim.
INSTALL
(1) Ensure the plastic mounting capsules (Fig. 22)
are installed in the upper mounting bracket of the
steering column. Mounting capsules must be
installed as shown in (Fig. 22) with the thicker edge
of the capsule facing the top of the steering column.
(2) Install steering column assembly into its open-
ing in instrument panel. Install the steering column
lower bracket so the bracket is squarely installed on
its mounting studs (Fig. 21). Then align and install
steering column upper bracket on its mounting studs
(Fig. 21). Tighten the 4 steering column assembly
mounting nut/washer assemblies to a torque of 12
N´m (105 in. lbs.).
(3) Assemble the steering column shaft coupler
(Fig. 20) onto the steering gear intermediate coupler.
Install steering column coupler to intermediate shaft
retaining pinch bolt (Fig. 20). Tighten the pinch bolt
nut to a torque of 28 N´m (250 in. lbs.). Install safety
pin (Fig. 20) in steering column shaft coupler pinch
bolt.
(4) Install the gear slector cable and its mounting
bracket on the upper mounting bracket of the steer-
ing column (Fig. 17). Install and securely tighten the
mounting bracket attaching bolt.
(5) Install the gear selector cable on the pin of the
gear shifter (Fig. 16).
(6) If the vehicle is equipped with a 3 speed non-
electronic transmission, install the PRNDL actuating
cable on the gear shifter pin after the gear selector
cable is installing (Fig. 15).
(7) If the vehicle is equipped with a 3 speed non-
electronic transmission, install the attaching clip
(Fig. 15) for the PRNDL actuating cable on the steer-ing column/shift cable bracket. Cable guide tube will
bow toward passenger side of vehicle. Verify that
actuating cable is operating correctly, then slip the
loop on the end of the cable over end of pin on shift
lever and install in groove (Fig. 15).
(8) Install the steering column fixed shroud on the
steering column assembly (Fig. 19). Shroud is
mounted to steering column using 2 attaching screws
accessed from top of fixed shroud.
(9) Install the instrument cluster trim bezel (Fig.
18) on the instrument panel. The trim bezel is
mounted to the instrument panel using 2 attaching
screws (Fig. 18) and retaining clips.
(10) Install the 3 wiring harness connectors on the
ignition switch (Fig. 14).
(11) Install the vehicle wiring harness connector
into the key cylinder halo light (Fig. 13).
(12) Install the multi-function switch (Fig. 12) on
the tilt head of the steering column assembly. Then
install screw (Fig. 12) attaching multi-function
switch to tilt head of steering column.
(13) Install the vehicle wiring harness connector
on the multi-function switch (Fig. 11). Be sure latch
on connector is fully engaged with tab on switch.
(14) Install the clock spring on the multi-function
switch.
(15) Install the vehicle wiring harness connector
(Fig. 10) on the clock spring assembly.
(16) Install the lower steering column shroud on
the tilt head of the steering column (Fig. 23). Install
and securely tighten the screw attaching the lower
shroud to the tilt head.
(17) Install the upper steering column shroud on
the tilt head of the steering column (Fig. 24). Install
and securely tighten the 2 screws attaching the
upper shroud to the lower shroud.
Fig. 22 Mounting Capsules Correctly Installed On
Steering Column
Fig. 23 Lower Steering Column Shroud Installed
NSSTEERING 19 - 43
REMOVAL AND INSTALLATION (Continued)

CAUTION: Before installing the steering wheel the
clockspring must be centered. If clockspring is not
centered, the wiring in the clockspring may be over-
extended and break when the steering wheel is
rotated. Use the following procedure to center the
clockspring.
CLOCKSPRING CENTERING PROCEDURE
²Depress the 2 plastic locking pins to disengage
the lock mechanism (Fig. 25).
²With the lock mechanism disengaged, rotate the
clockspring rotor clockwise until the rotor stops.Do
not apply excessive force.
²From the end of the clockwise travel, rotate the
rotor three turns counterclockwise. The clockspring
wires should be at the top. Engage clockspring lock-
ing pins.
²From the center locked position, rotate the clock-
spring one-half additional turn counterclockwise. The
clockspring wiring should now be at the bottom. The
clockspring is now correctly positioned for installa-
tion of the steering wheel.
CAUTION: Do not force steering wheel onto steer-
ing column shaft by driving it on. Pull steering
wheel down onto shaft using ONLY the steering
wheel retaining nut.
(18) Align master splines on steering wheel and
steering shaft, and flats on steering wheel with for-
mations on clock spring. Install the steering wheel on
the steering column shaft (Fig. 26). All wiring leads
from the clock springmustbe routed as shown in
(Fig. 26).
NOTE: Before installing the damper on the steering
wheel, inspect the damper to ensure the rubber iso-
lator on the damper is not deteriorated or damaged.If the damper is installed with a damaged isolator a
buzz, squeak or rattle condition may develop.
(19) Install the steering wheel damper on the
steering wheel. When damper is installed, itmustbe
positioned on the steering wheel as shown in (Fig. 7).
(20) Install the steering wheel to steering shaft
retaining nut. Tighten the steering wheel retaining
nut to a torque of 61 N´m (45 ft. lbs.).
(21) Install the wiring leads from the clock spring
on the air bag, horn switch wire, and speed control
switches (Fig. 6). Attach the wire routing clip (Fig. 6)
to the studs on the air bag module.
(22) Install the air bag module in the steering
wheel.
Fig. 24 Upper And Lower Steering Column Shroud
Installed
Fig. 25 Clockspring Assembly
Fig. 26 Steering Wheel And Clock Spring Wire
Routing
19 - 44 STEERINGNS
REMOVAL AND INSTALLATION (Continued)

(23) Install the 3 bolts (1 in each spoke of the
steering wheel) attaching the air bag module to the
steering wheel. Tighten the 3 air bag module attach-
ing nuts to a torque of 11 N´m (100 in. lbs.).
(24) Install the steering column cover liner (Fig. 4)
on the lower instrument panel. Install and securely
tighten the 10 bolts (Fig. 4) attaching the steering
column cover liner to the instrument panel.
(25) Install the park brake pedal release cable on
the park brake release lever in the lower steering col-
umn cover (Fig. 3).
(26) Install the lower steering column trim panel
on the lower instrument panel. Install and securely
the screws attaching the lower steering column cover
to the instrument panel (Fig. 2).
(27) Connect negative (ground) cable on the bat-
tery terminal.SPECIFICATIONS
STEERING COLUMN FASTENER TORQUE
SPECIFICATIONS
DESCRIPTION TORQUE
STEERING WHEEL:
Retaining Nut...............61N´m(45ft.lbs.)
STEERING COLUMN ASSEMBLY:
Mounting Bracket
Attaching Nuts............12N´m(105 in. lbs.)
Flex Coupler Pinch Bolt.......27N´m(240 in. lbs.)
Airbag Module Attaching Nuts . .11 N´m (100 in. lbs.)
NSSTEERING 19 - 45
REMOVAL AND INSTALLATION (Continued)

TRANSAXLE AND POWER TRANSFER UNIT
CONTENTS
page page
31TH AUTOMATIC TRANSAXLE.............. 1
41TE AUTOMATIC TRANSAXLE............. 71POWER TRANSFER UNIT................. 165
31TH AUTOMATIC TRANSAXLE
INDEX
page page
GENERAL INFORMATION
31TH TRANSAXLE........................ 2
FLUID LEVEL AND CONDITION.............. 2
SELECTION OF LUBRICANT................ 3
SPECIAL ADDITIVES...................... 3
DESCRIPTION AND OPERATION
CLUTCHES, BAND SERVOS, AND
ACCUMULATOR
...................... 3
FLOW CONTROL VALVES.................. 3
GEARSHIFT AND PARKING LOCK CONTROLS . . 4
GOVERNOR............................. 4
HYDRAULIC CONTROL SYSTEM............. 3
PRESSURE REGULATING VALVES........... 3
PRESSURE SUPPLY SYSTEM............... 3
TORQUE CONVERTER CLUTCH SOLENOID
WIRING CONNECTOR................... 4
TORQUE CONVERTER CLUTCH............. 3
DIAGNOSIS AND TESTING
CLUTCH AND SERVO AIR PRESSURE TESTS . 15
FLUID LEAKAGE-TRANSAXLE TORQUE
CONVERTER HOUSING AREA............ 15
HYDRAULIC PRESSURE TESTS............ 13
ROAD TEST............................. 4
THREE SPEED TRANSAXLE DIAGNOSIS AND
TESTS............................... 4
SERVICE PROCEDURES
ALUMINUM THREAD REPAIR.............. 18
FLUID AND FILTER CHANGE............... 16
FLUID DRAIN AND REFILL................. 18
FLUSHING COOLERS AND TUBES.......... 18
OIL PUMP VOLUME CHECK............... 19
REMOVAL AND INSTALLATION
FRONT PUMP OIL SEAL.................. 21
PARK/NEUTRAL STARTING AND BACK-UP
LAMP SWITCH........................ 19
TRANSAXLE AND TORQUE CONVERTER
REMOVAL............................ 20
VEHICLE SPEED SENSOR PINION GEAR..... 19DISASSEMBLY AND ASSEMBLY
ACCUMULATOR-RECONDITION............ 36
DIFFERENTIAL REPAIR................... 46
FRONT CLUTCH-RECONDITION............ 32
FRONT PLANETARY & ANNULUS GEAR-
RECONDITION........................ 35
KICKDOWN SERVO (CONTROLLED LOAD)-
RECONDITION........................ 37
LOW/REVERSE (REAR)
SERVO-RECONDITION.................. 36
OIL PUMP-RECONDITION................. 31
OUTPUT SHAFT REPAIR.................. 43
PARKING PAWL......................... 42
REAR CLUTCH-RECONDITION............. 33
TRANSAXLE........................... 21
TRANSFER SHAFT REPAIR................ 38
VALVE BODY RECONDITION............... 27
CLEANING AND INSPECTION
VALVE BODY........................... 50
ADJUSTMENTS
BAND ADJUSTMENT..................... 51
BEARING ADJUSTMENT PROCEDURES...... 52
DIFFERENTIAL BEARING................. 53
GEARSHIFT CABLE ADJUSTMENT.......... 51
HYDRAULIC CONTROL PRESSURE
ADJUSTMENTS....................... 52
OUTPUT SHAFT BEARING................ 52
THROTTLE PRESSURE LINKAGE
ADJUSTMENT......................... 51
TRANSFER SHAFT BEARING.............. 54
SCHEMATICS AND DIAGRAMS
31TH TRANSAXLE HYDRAULIC SCHEMATIC . . 56
SPECIFICATIONS
31TH AUTOMATIC TRANSAXLE............. 64
31TH TORQUE SPECIFICATIONS........... 65
SPECIAL TOOLS
31TH AUTOMATIC TRANSAXLE............. 66
NSTRANSAXLE AND POWER TRANSFER UNIT 21 - 1

GENERAL INFORMATION
31TH TRANSAXLE
NOTE: Safety goggles should be worn at all times
when working on these transaxles.
This transaxle combines torque converter, three
speed transmission, final drive gearing, and differen-
tial into a front wheel drive system. The identifica-
tion markings and usage of the transaxle are charted
in Diagnosis and Tests.
NOTE: Transaxle operation requirements are differ-
ent for each vehicle and engine combination. Some
internal parts will be different to provide for this.
Therefore, when replacing parts, refer to the seven
digit part number stamped on rear of the transaxle
oil pan flange.
Within this transaxle, there are three primary
areas:
(1) Main center line plus valve body.
(2) Transfer shaft center line (includes governor
and parking sprag).
(3) Differential center line.
(4) Center distances between the main rotating
parts in these three areas are held precise to main-
tain a low noise level.
(5) The torque converter, transaxle area, and dif-
ferential are housed in an integral aluminum die
casting.The differential oil sump is common
with the transaxle sump. Separate filling of the
differential is NOT necessary.
(6) The torque converter is attached to the crank-
shaft through a flexible driving plate. Cooling of the
converter is accomplished by circulating the tran-
saxle fluid through a remote cooler. There are two
types of coolers used. An oil-to-water type cooler
located in the radiator side tank and/or an oil-to air
heat exchanger. The torque converter assembly is a
sealed unit that cannot be disassembled.
(7) The transaxle fluid is filtered by an internal fil-
ter attached to the lower side of the valve body
assembly.
(8) Engine torque is transmitted to the torque con-
verter then, through the input shaft to multiple-disc
clutches in the transaxle. The power flow depends on
the application of the clutches and bands. Refer to
Elements in Use Chart in Diagnosis and Tests sec-
tion.
(9) The transaxle consists of:
²Two multiple-disc clutches
²An overrunning clutch
²Two servos
²A hydraulic accumulator
²Two bands²Two planetary gear sets
This provides three forward ratios and a reverse
ratio. The common sun gear of the planetary gear
sets is connected to the front clutch by a driving
shell. The drive shell is splined to the sun gear and
front clutch retainer. The hydraulic system consists
of an oil pump, and a single valve body which con-
tains all of the valves except the governor valves.
The transaxle sump and differential sump are both
vented through the dipstick. Output torque from the
main center line is delivered through helical gears to
the transfer shaft. This gear set is a factor of the
final drive (axle) ratio. The shaft also carries the gov-
ernor and parking sprag. An integral helical gear on
the transfer shaft drives the differential ring gear.
The final drive gearing is completed with one of two
gear ratios of 2.98 or 3.19 depending on model and
application.
FLUID LEVEL AND CONDITION
NOTE: The transmission and differential sump have
a common oil sump with a communicating opening
between the two.
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 dipstick.
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 the
transaxle dipstick where it may be mistaken for a
leak.
Along with fluid level, it is important to check the
condition of the fluid. When the fluid smells burned,
and is contaminated with metal or friction material
particles, a complete transaxle overhaul is needed.
Be sure to examine the fluid on the dipstick closely.
21 - 2 TRANSAXLE AND POWER TRANSFER UNITNS

If there is any doubt about its condition, drain out a
sample for a double check.
SELECTION OF LUBRICANT
It is important that the proper lubricant be used in
these transmissions. Mopar ATF PLUS 3 (Automatic
Transmission Fluid- type 7176) should be used to aid
in ensuring optimum transmission performance. It is
important that the transmission fluid be maintained
at the prescribed level using the recommended fluids.
SPECIAL ADDITIVES
Chrysler Corporation does not recommend the
addition of any fluids to the transmission, other than
fluid listed above. An exception to this policy is the
use of special dyes to aid in detecting fluid leaks. The
use of transmission sealers should be avoided, since
they may adversely affect seals.
DESCRIPTION AND OPERATION
TORQUE CONVERTER CLUTCH
A torque converter clutch is standard on all vehi-
cles. The torque converter clutch is activated only in
direct drive and is controlled by the engine electron-
ics. A solenoid on the valve body, is powered by the
powertrain control module to activate torque con-
verter clutch.
HYDRAULIC CONTROL SYSTEM
The hydraulic control system makes the transaxle
fully automatic, and has four important functions to
perform. The components of any automatic control
system may be grouped into the following basic
groups:
The pressure supply system, the pressure regulat-
ing valves, the flow control valves, the clutches, and
band servos.
Taking each of these basic groups or systems in
turn, the control system may be described as follows:
PRESSURE SUPPLY SYSTEM
The pressure supply system consists of an oil pump
driven by the engine through the torque converter.
The single pump furnishes pressure for all the
hydraulic and lubrication requirements.Oil pump
housing assemblies are available with prese-
lected pump gears.
PRESSURE REGULATING VALVES
The pressure regulating valve controls line pres-
sure dependent on throttle opening. The governor
valve transmits regulated pressure to the valve body
(in conjunction with vehicle speed) to control upshift
and downshift.The throttle valve transmits regulated pressure to
the transaxle (dependent on throttle position) to con-
trol upshift and downshift.
FLOW CONTROL VALVES
The manual valve provides the different transaxle
drive ranges as selected by the vehicle operator.
The 1-2 shift valve automatically shifts the tran-
saxle from first to second or from second to first,
depending on the vehicle operation.
The 2-3 shift valve automatically shifts the tran-
saxle from second to third or from third to second
depending on the vehicle operation.
The kickdown valve makes possible a forced down-
shift from third to second, second to first, or third to
first (depending on vehicle speed). This can be done
by depressing the accelerator pedal past the detent
feel near wide open throttle.
The shuttle valve has two separate functions and
performs each independently of the other. The first is
providing fast release of the kickdown band, and
smooth front clutch engagement when a lift-foot
upshift from second to third is made. The second
function is to regulate the application of the kick-
down servo and band when making third to second
kickdown.
The by-pass valve provides for smooth application
of the kickdown band on 1-2 upshifts.
The torque converter clutch solenoid allows for the
electronic control of the torque converter clutch. It
also disengages the torque converter at closed throt-
tle. This is done during engine warm-up, and part-
throttle acceleration.
The switch valve directs oil to apply the torque
converter clutch in one position. The switch valve
releases the torque converter clutch in the other posi-
tion.
CLUTCHES, BAND SERVOS, AND ACCUMULATOR
The front and rear clutch pistons, and both servo
pistons are moved hydraulically to engage the
clutches and apply the bands. The pistons are
released by spring tension when hydraulic pressure
is released. On the 2-3 upshift, the kickdown servo
piston is released by spring tension and hydraulic
pressure.
The accumulator controls the hydraulic pressure
on the apply side of the kickdown servo during the
1-2 upshift; thereby, cushioning the kickdown band
application at any throttle position.
NSTRANSAXLE AND POWER TRANSFER UNIT 21 - 3
GENERAL INFORMATION (Continued)

GEARSHIFT AND PARKING LOCK CONTROLS
The transaxle is controlled by a lever type gear-
shift incorporated within the steering column. The
control has six selector lever positions: P (park), R
(reverse), N (neutral), and D (drive), 2 (second), and
1 (first). The parking lock is applied by moving the
selector lever past a gate to the P position.Do not
apply the parking lock until the vehicle has
stopped; otherwise, a severe ratchet noise will
occur.
TORQUE CONVERTER CLUTCH SOLENOID WIRING
CONNECTOR
If wiring connector is unplugged, the torque con-
verter will not engage (Fig. 1) .
GOVERNOR
The governor may be serviced by removing the
transaxle oil pan and valve body assembly. The gov-
ernor may be unbolted from the governor support
and removed from the transaxle for reconditioning or
replacement.
When cleaning or assembling the governor, make
sure the governor valves move freely in the bores of
the governor body.
DIAGNOSIS AND TESTING
THREE SPEED TRANSAXLE DIAGNOSIS AND
TESTS
Automatic transaxle malfunctions may be caused
by four general conditions:
(1) Poor engine performance
(2) Improper adjustments
(3) Hydraulic malfunctions
(4) Mechanical malfunctionsDiagnosis of these problems should always begin
by checking the easily accessible variables; fluid level
and condition, gearshift cable adjustment, and throt-
tle pressure cable adjustment. Then perform a road
test to determine if the problem has been corrected
or that more diagnosis is necessary. If the problem
exists after the preliminary tests and corrections are
completed, hydraulic pressure tests should be per-
formed
31TH HYDRAULIC TROUBLE CODE CHARTS
The following charts should be used to help diag-
nose hydraulic or mechanical faults in the transaxle .
ROAD TEST
Prior to performing a road test, check the fluid
level, and control cable adjustments.
During the road test, the transaxle should be oper-
ated in each position to check for slipping and any
variation in shifting.
If vehicle operates at high speeds, but has poor
acceleration, the converter's overrunning clutch may
be slipping. If acceleration is normal, but high throt-
tle opening is needed for high speeds, the stator
clutch may have seized.
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.
In most cases, the clutch or band that is slipping
can be determined by noting the transaxle operation
in all selector positions. Then comparing which inter-
nal units are applied in those positions. The Ele-
ments in Use Chart provides a basis for road test
analysis .
The rear clutch is applied in both the D first gear
and 1 first gear positions. Also the overrunning
clutch is applied in D first gear and the low/reverse
band is applied in 1 first gear position. If the tran-
saxle slips in D range first gear, but does not slip in
1 first gear, the overrunning clutch is slipping. Simi-
larly, 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 D third 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 eliminating can be used to detect
any unit which slips and to confirm proper operation
of good units. Road testing can usually diagnose slip-
ping units. Although the actual cause of the problem
Fig. 1 Torque Converter Clutch Solenoid Wiring
Connector
21 - 4 TRANSAXLE AND POWER TRANSFER UNITNS
DESCRIPTION AND OPERATION (Continued)