automatic transmission fluid CHRYSLER VOYAGER 2001 Owner's Manual

AUTOMATIC - 31TH
TABLE OF CONTENTS
page page
AUTOMATIC - 31TH
DESCRIPTION...........................22
OPERATION.............................24
DIAGNOSIS AND TESTING.................24
PRELIMINARY DIAGNOSIS...............24
ROAD TEST...........................31
HYDRAULIC PRESSURE TESTS...........32
TORQUE CONVERTER HOUSING FLUID
LEAKAGE.............................34
CLUTCH AND SERVO AIR PRESSURE
TESTS...............................35
STANDARD PROCEDURE..................36
ALUMINUM THREAD REPAIR.............36
REMOVAL..............................36
DISASSEMBLY...........................39
ASSEMBLY.............................50
INSTALLATION...........................59
SCHEMATICS AND DIAGRAMS..............63
SPECIFICATIONS........................71
SPECIAL TOOLS.........................74
ACCUMULATOR
DESCRIPTION...........................78
OPERATION.............................78
BANDS
DESCRIPTION...........................79
OPERATION.............................79
ADJUSTMENTS..........................79
CLUTCH - FRONT
DESCRIPTION...........................80
OPERATION.............................81
DISASSEMBLY...........................81
ASSEMBLY.............................84
CLUTCH - REAR
DESCRIPTION...........................85
OPERATION.............................85
DISASSEMBLY...........................86
ASSEMBLY.............................89
FINAL DRIVE
DISASSEMBLY...........................90
ASSEMBLY.............................94
ADJUSTMENTS..........................96
FLUID
STANDARD PROCEDURE..................98
FLUID LEVEL AND CONDITION CHECK......98
FLUID AND FILTER CHANGE..............98
GEAR SHIFT CABLE
REMOVAL.............................100
INSTALLATION..........................101
ADJUSTMENTS.........................103GOVERNOR
DESCRIPTION..........................103
OPERATION............................103
CLEANING.............................104
INSPECTION...........................104
OIL PUMP
DESCRIPTION..........................104
OPERATION............................104
STANDARD PROCEDURE.................105
OIL PUMP VOLUME CHECK..............105
DISASSEMBLY..........................105
CLEANING.............................105
INSPECTION...........................105
ASSEMBLY............................105
PARK/NEUTRAL POSITION SWITCH
DIAGNOSIS AND TESTING................106
PARK/NEUTRAL POSITION SWITCH.......106
REMOVAL.............................106
INSTALLATION..........................107
PLANETARY GEARTRAIN
DISASSEMBLY..........................107
ASSEMBLY............................107
SEAL - OIL PUMP
REMOVAL.............................109
INSTALLATION..........................109
SERVO - KICKDOWN
DESCRIPTION..........................109
OPERATION............................109
DISASSEMBLY..........................110
CLEANING.............................111
INSPECTION...........................111
ASSEMBLY.............................112
SERVO - LOW/REVERSE
DESCRIPTION..........................112
OPERATION............................112
DISASSEMBLY..........................112
CLEANING.............................113
ASSEMBLY.............................113
SHIFT INTERLOCK SOLENOID
DESCRIPTION..........................113
OPERATION............................114
DIAGNOSIS AND TESTING................115
BRAKE/TRANSMISSION SHIFT INTERLOCK
SOLENOID...........................115
REMOVAL.............................115
INSTALLATION..........................116
SOLENOID - TCC
DESCRIPTION..........................117
OPERATION............................117
RSAUTOMATIC - 31TH21-21

REMOVAL.............................118
INSTALLATION..........................118
THROTTLE VALVE CABLE
REMOVAL.............................118
INSTALLATION..........................118
ADJUSTMENTS.........................120
TORQUE CONVERTER
DESCRIPTION..........................120
OPERATION............................123
REMOVAL.............................125
INSTALLATION..........................125
TRANSFER SYSTEM - OUTPUT SHAFT/GEAR/
BEARING
REMOVAL.............................126
INSTALLATION..........................129
ADJUSTMENTS.........................132TRANSFER SYSTEM - TRANSFER SHAFT/
GEAR/BEARING
REMOVAL.............................134
INSTALLATION..........................137
ADJUSTMENTS.........................142
VALVE BODY
REMOVAL.............................142
DISASSEMBLY..........................145
CLEANING.............................151
INSPECTION...........................152
ASSEMBLY............................152
INSTALLATION..........................155
ADJUSTMENTS.........................157
VEHICLE SPEED SENSOR/PINION GEAR
REMOVAL.............................157
INSTALLATION..........................157
AUTOMATIC - 31TH
DESCRIPTION
This transaxle combines torque converter, three
speed transmission, final drive gearing, and differen-
tial into a front wheel drive system.
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.
Center distances between the main rotating parts
in these three areas are held precise to maintain a
low noise level.
The torque converter, transaxle area, and differen-
tial are housed in an integral aluminum die casting.
The differential oil sump is common with the
transaxle sump. Separate filling of the differen-
tial is NOT necessary.
The torque converter is attached to the crankshaft
through a flexible driving plate. Cooling of the con-
verter is accomplished by circulating the transaxle
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.
The transaxle fluid is filtered by an internal filter
attached to the lower side of the valve body assembly.Engine torque is transmitted to the torque con-
verter and 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 section.
The transaxle consists of:
²Two multiple-disc clutches
²An overrunning clutch
²Two servos
²A hydraulic accumulator
²Two bands
²Two 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 driving 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 in the
transaxle final drive (axle) ratio. The shaft also car-
ries the governor and parking sprag. An integral heli-
cal gear on the transfer shaft drives the differential
ring gear.
21 - 22 AUTOMATIC - 31THRS

OPERATION
Transmission output is directed to an integral dif-
ferential by a transfer gear system in the following
input-to-output ratios:
FIRST 2.69:1
SECOND 1.55:1
THIRD 1.00:1
REVERSE 2.10:1
DIAGNOSIS AND TESTING - PRELIMINARY
DIAGNOSIS
Automatic transaxle malfunctions are usually
caused by the following general conditions:
²Improper fluid level/condition
²Poor engine performance
²Improper engine or transaxle adjustments
²Transaxle hydraulic malfunctions²Transaxle mechanical malfunctions
Diagnosis of transaxle problems should always
begin with checking the easily accessible variables:
²Fluid level and condition
²Gearshift cable adjustment
²Throttle valve cable adjustment
After verifying or adjusting these variables, road
test the vehicle to determine if the problem has been
corrected or that further diagnosis is necessary. If the
problem still exists, refer to the following diagnosis
charts to aid in determining the source or cause of
failure.
Hydraulic pressure tests should be performed
when a transaxle internal failure is suspected. The
hydraulic flow charts, in the Schematics and Dia-
grams section of this group, outline fluid flow and
hydraulic circuitry. Circuit operation is provided for
all gear ranges. Normal working pressures are also
supplied for each of the gear ranges.
TRANSAXLE DIAGNOSIS CHARTS
CONDITION POSSIBLE CAUSES CORRECTION
HARSH ENGAGEMENT
(FROM NEUTRAL TO
DRIVE OR REVERSE)1. Fluid Level Low 1. Add Fluid
2. Throttle Linkage Misadjusted 2. Adjust linkage - setting may be too
long.
3. Excessive Pinion Backlash 3. Check per Service Manual. Correct as
needed.
4. Hydraulic Pressure Incorrect 4. Check pressure. Remove, overhaul or
adjust valve body as needed.
5. Band Misadjusted. 5. Adjust rear band.
6. Valve Body Check Balls Missing. 6. Inspect valve body for proper check
ball installation.
7. Clutch, band or planetary component
Damaged.7. Remove, disassemble and repair
transmission as necessary.
8. Converter Clutch (if equipped) Faulty. 8. Replace converter and flush cooler and
line before installing new converter.
21 - 24 AUTOMATIC - 31THRS
AUTOMATIC - 31TH (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
DELAYED
ENGAGEMENT (FROM
NEUTRAL TO DRIVE
OR REVERSE)1. Fluid Level Low . 1. Correct level and check for leaks.
2. Filter Clogged. 2. Change filter.
3. Gearshift Linkage Misadjusted . 3. Adjust linkage and repair linkage if
worn or damaged.
4. Rear Band Misadjusted. 4. Adjust band.
5. Valve Body Filter Plugged. 5. Replace fluid and filter. If oil pan and
old fluid were full of clutch disc material
and/or metal particles, overhaul will be
necessary.
6. Oil Pump Gears Worn/Damaged. 6. Remove transmission and replace oil
pump.
7. Hydraulic Pressure Incorrect. 7. Perform pressure test, remove
transmission and repair as needed.
8. Reaction Shaft Seal Rings Worn/
Broken.8. Remove transmission, remove oil pump
and replace seal rings.
9. Rear Clutch/Input Shaft, Rear Clutch
Seal Rings Damaged.9. Remove and disassemble transmission
and repair as necessary.
10. Governor Valve Stuck. 10. Remove and inspect governor
components. Replace worn or damaged
parts.
11. Regulator Valve Stuck. 11. Clean.
NO DRIVE RANGE
(REVERSE OK)1. Fluid Level Low. 1. Add fluid and check for leaks if drive is
restored.
2. Gearshift Linkage/Cable Loose/
Misadjusted.2. Repair or replace linkage components.
3. Rear Clutch Burnt. 3. Remove and disassemble transmission
and rear clutch and seals. Repair/replace
worn or damaged parts as needed.
4. Valve Body Malfunction. 4. Remove and disassemble valve body.
Replace assembly if any valves or bores
are damaged.
5. Transmission Overrunning Clutch
Broken.5. Remove and disassemble transmission.
Replace overrunning clutch.
6. Input Shaft Seal Rings Worn/Damaged. 6. Remove and disassemble transmission.
Replace seal rings and any other worn or
damaged parts.
7. Front Planetary Failed Broken. 7. Remove and repair.
RSAUTOMATIC - 31TH21-25
AUTOMATIC - 31TH (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
NO DRIVE OR
REVERSE (VEHICLE
WILL NOT MOVE)1. Fluid Level Low. 1. Add fluid and check for leaks if drive is
restored.
2. Gearshift Linkage/Cable Loose/
Misadjusted.2. Inspect, adjust and reassemble linkage
as needed. Replace worn/damaged parts.
3. Filter Plugged. 3. Remove and disassemble transmission.
Repair or replace failed components as
needed. Replace filter. If filter and fluid
contained clutch material or metal
particles, an overhaul may be necessary.
Perform lube flow test. Flush oil. Replace
cooler as necessary.
4. Oil Pump Damaged. 4. Perform pressure test to confirm low
pressure. Replace pump body assembly if
necessary.
5. Valve Body Malfunctioned. 5. Check press and inspect valve body.
Replace valve body (as assembly) if any
valve or bore is damaged. Clean and
reassemble correctly if all parts are in
good condition.
6. Transmission Internal Component
Damaged.6. Remove and disassemble transmission.
Repair or replace failed components as
needed. Remove and disassemble
transmission. Repair or replace failed
components as needed.
7. Park Sprag not Releasing - Check Stall
Speed, Worn/Damaged/Stuck.7. Remove, disassemble, repair.
8. Torque Converter Damage. 8. Inspect and replace as required.
SHIFTS DELAYED OR
ERRATIC (ALSO
SHIFTS HARSH AT
TIMES)1. Fluid Level Low/High. 1. Correct fluid level and check for leaks if
low.
2. Fluid Filter Clogged. 2. Replace filter. If filter and fluid
contained clutch material or metal
particles, an overhaul may be necessary.
Perform lube flow test.
3. Throttle Linkage Misadjusted. 3. Adjust linkage as described in service
section.
4. Throttle Linkage Binding. 4. Check cable for binding. Check for
return to closed throttle at transmission.
5. Gearshift Linkage/Cable Misadjusted. 5. Adjust linkage/cable as described in
service section.
6. Governor Valve Sticking. 6. Inspect, clean or repair.
7. Governor Seal Rings Worn/Damaged. 7. Inspect/replace.
8. Clutch or Servo Failure. 8. Remove valve body and air test clutch,
and band servo operation. Disassemble
and repair transmission as needed.
9. Front Band Misadjusted. 9. Adjust band.
10. Pump Suction Passage Leak. 10. Check for excessive foam on dipstick
after normal driving. Check for loose
pump bolts, defective gasket. Replace
pump assembly if needed.
21 - 26 AUTOMATIC - 31THRS
AUTOMATIC - 31TH (Continued)

(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)

(19) Connect throttle valve cable to lever and
bracket (Fig. 103).
(20) Connect torque converter clutch connector.(21) Install fluid level indicator/tube assembly
(Fig. 104).
(22) Raise vehicle on hoist.
(23) Torque rear mount bracket-to-transaxle case
horizontal bolt (Fig. 98) to 102 N´m (75 ft. lbs.).
(24) Torque rear mount thru-bolt to 54 N´m (40 ft.
lbs.).
(25) Lower vehicle.
(26) Connect battery negative cable.
(27) Fill transaxle with ATF+4 transmission fluid.
(Refer to 21 - TRANSMISSION/TRANSAXLE/AUTO-
MATIC - 31TH/FLUID - STANDARD PROCEDURE)
Fig. 103 Kickdown Cable at TransaxleÐTypical
1 - LEVER
2 - BRACKET
3 - THROTTLE VALVE CABLE
Fig. 104 Fluid Level Indicator Assembly
1 - INDICATOR ASSEMBLY
2 - BOLT
3 - KICKDOWN CABLE BRACKET
4 - SEAL
21 - 62 AUTOMATIC - 31THRS
AUTOMATIC - 31TH (Continued)

(5) Back off front band adjusting screw 2ò turns.
(6) Hold adjuster screw in position and tighten
locknut to 47 N´m (35 ft. lbs.) torque.
(7) Install air cleaner assembly.
(8) Connect battery negative cable.
ADJUSTMENTS - REAR BAND
The transmission oil pan must be removed for
access to the rear (low/reverse) band adjusting screw.
(1) Raise vehicle.
(2) Remove transaxle oil pan and drain fluid (Fig.
111) (Fig. 112).(3) Loosen band adjusting screw locknut 5-6 turns.
Be sure adjusting screw turns freely in lever.
(4) Tighten adjusting screw to 5 N´m (41 in. lbs.)
(Fig. 113).
(5) Back off adjusting screw 3 turns.
(6) Hold adjusting screw in place and tighten lock-
nut to 14 N´m (125 ft. lbs.) torque.
(7) Install a bead of Moparž Silicone Rubber Adhe-
sive Sealant to the oil pan and install to case imme-
diately.
(8) Install oil pan-to-case bolts and torque to 19
N´m (165 in. lbs.).
(9) Lower vehicle and refill transmission with
Moparž ATF Plus 4, Type 9602, fluid.
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.
Fig. 111 Transaxle Oil Pan Bolts
1 - TRANSAXLE OIL PAN
2 - OIL PAN BOLTS
Fig. 112 Transaxle Oil Pan
1 - TRANSAXLE OIL PAN
2 - OIL FILTER
Fig. 113 Adjust Low/Reverse Band
1 - LOW-REVERSE BAND LEVER
2 - ADJUSTING SCREW
3 - STRUT
4 - LOW-REVERSE BAND
5 - LOCK NUT
6 - LEVER (SHORT)
21 - 80 AUTOMATIC - 31THRS
BANDS (Continued)

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).
(3) Remove clutch pack (Fig. 116).
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
Fig. 116 Front Clutch (4-Disc Shown)
1 - FRONT CLUTCH RETAINER
2 - CLUTCH PLATES
3 - DRIVING DISCS
RSAUTOMATIC - 31TH21-81
CLUTCH - FRONT (Continued)

(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
RSAUTOMATIC - 31TH21-85
CLUTCH - FRONT (Continued)