ABS DODGE NEON 2000 Service Owners Manual

²Air Conditioning Controls
²Battery Voltage
²Inlet Air/Battery Temperature Sensor
²Brake Switch
²Camshaft Position Sensor
²Crankshaft Position Sensor
²Engine Coolant Temperature Sensor
²Fuel Level Sensor
²Ignition Switch
²Inlet Air/Intake Air Temperature Sensor
²Knock Sensor
²Manifold Absolute Pressure (MAP) Sensor
²Oxygen Sensors
²Power Steering Pressure Switch²SCI Receive
²Speed Control Switches
²Throttle Position Sensor
²Transmission Park/Neutral Switch (automatic
transmission)
²Vehicle Speed Sensor
PCM Outputs:
²Air Conditioning WOT Relay
²Auto Shutdown (ASD) Relay
²Charging Indicator Lamp
²Data Link Connector
²Proportional Purge Solenoid
²EGR Solenoid
²Fuel Injectors
²Fuel Pump Relay
²Generator Field
²Idle Air Control Motor
²Ignition Coils
²Malfunction Indicator (Check Engine) Lamp
²Radiator Fan Relay
²Speed Control Solenoids
²Tachometer
²Torque Convertor Clutch Solenoid
Based on inputs it receives, the PCM adjusts fuel
injector pulse width, idle speed, ignition spark
advance, ignition coil dwell and EVAP canister purge
operation. The PCM regulates the cooling fan, air
conditioning and speed control systems. The PCM
changes generator charge rate by adjusting the gen-
erator field. The PCM also performs diagnostics.
The PCM adjusts injector pulse width (air-fuel
ratio) based on the following inputs.
²Battery voltage
²Coolant temperature
²Inlet Air/Intake air temperature
²Exhaust gas content (oxygen sensor)
²Engine speed (crankshaft position sensor)
²Manifold absolute pressure
²Throttle position
The PCM adjusts ignition timing based on the fol-
lowing inputs.
²Coolant temperature
²Inlet Air/Intake air temperature
²Engine speed (crankshaft position sensor)
²Knock sensor
²Manifold absolute pressure
²Throttle position
²Transmission gear selection (park/neutral
switch)
The PCM also adjusts engine idle speed through
the idle air control motor based on the following
inputs.
²Air conditioning sense
²Battery voltage
²Battery temperature
²Brake switch
Fig. 1 Power Distribution Center (PDC)
Fig. 2 Powertrain Control Module (PCM)
1 ± PCM
PLFUEL SYSTEM 14 - 25
DESCRIPTION AND OPERATION (Continued)

²Coolant temperature
²Engine speed (crankshaft position sensor)
²Engine run time
²Manifold absolute pressure
²Power steering pressure switch
²Throttle position
²Transmission gear selection (park/neutral
switch)
²Vehicle distance (speed)
The Auto Shutdown (ASD) and fuel pump relays
are mounted externally, but turned on and off by the
PCM.
The crankshaft position sensor signal is sent to the
PCM. If the PCM does not receive the signal within
approximately one second of engine cranking, it deac-
tivates the ASD relay and fuel pump relay. When
these relays deactivate, power is shut off from the
fuel injectors, ignition coils, heating element in the
oxygen sensors and the fuel pump.
The PCM contains a voltage converter that
changes battery voltage to a regulated 8 volts direct
current to power the camshaft position sensor, crank-
shaft position sensor and vehicle speed sensor. The
PCM also provides a 5 volt direct current supply for
the manifold absolute pressure sensor and throttle
position sensor.
PCM GROUND
OPERATION
Ground is provided through multiple pins of the
PCM connector. Depending on the vehicle there may
be as many as three different ground pins. There are
power grounds and sensor grounds.
The power grounds are used to control the ground
side of any relay, solenoid, ignition coil or injector.
The signal ground is used for any input that uses
sensor return for ground, and the ground side of any
internal processing component.
The SBEC III case is shielded to prevent RFI and
EMI. The PCM case is grounded and must be firmly
attached to a good, clean body ground.
Internally all grounds are connected together, how-
ever there is noise suppression on the sensor ground.
For EMI and RFI protection the case is also
grounded separately from the ground pins.
5 VOLT SUPPLYÐPCM OUTPUT
OPERATION
The PCM supplies 5 volts to the following sensors:
²A/C pressure transducer
²Engine coolant temperature sensor
²Manifold absolute pressure sensor
²Throttle position sensor
²Linear EGR solenoid
8-VOLT SUPPLYÐPCM OUTPUT
OPERATION
The PCM supplies 8 volts to the crankshaft posi-
tion sensor, camshaft position sensor.
FUEL CORRECTION or ADAPTIVE MEMORIES
DESCRIPTION
In Open Loop, the PCM changes pulse width with-
out feedback from the O2 Sensors. Once the engine
warms up to approximately 30 to 35É F, the PCM
goes into closed loopShort Term Correctionand
utilitzes feedback from the O2 Sensors. Closed loop
Long Term Adaptive Memoryis maintained above
170É to 190É F unless the PCM senses wide open
throttle. At that time the PCM returns to Open Loop
operation.
OPERATION
Short Term
The first fuel correction program that begins func-
tioning is the short term fuel correction. This system
corrects fuel delivery in direct proportion to the read-
ings from the Upstream O2 Sensor.
The PCM monitors the air/fuel ratio by using the
input voltage from the O2 Sensor. When the voltage
reaches its preset high or low limit, the PCM begins
to add or remove fuel until the sensor reaches its
switch point. The short term corrections then begin.
The PCM makes a series of quick changes in the
injector pulse-width until the O2 Sensor reaches its
opposite preset limit or switch point. The process
then repeats itself in the opposite direction.
Short term fuel correction will keep increasing or
decreasing injector pulse-width based upon the
upstream O2 Sensor input. The maximum range of
authority for short term memory is 25% (+/-) of base
pulse-width.
Long Term
The second fuel correction program is the long
term adaptive memory. In order to maintain correct
emission throughout all operating ranges of the
engine, a cell structure based on engine rpm and load
(MAP) is used.
There are up to 16 cells. Two cells are used only
during idle, based upon TPS and Park/Neutral
switch inputs. There may be two other cells used for
deceleration, based on TPS, engine rpm, and vehicle
speed. The other twelve cells represent a manifold
pressure and an rpm range. Six of the cells are high
rpm and the other six are low rpm. Each of these
cells is a specific MAP voltage range.
14 - 26 FUEL SYSTEMPL
DESCRIPTION AND OPERATION (Continued)

As the engine enters one of these cells the PCM
looks at the amount of short term correction being
used. Because the goal is to keep short term at 0 (O2
Sensor switching at 0.5 volt), long term will update
in the same direction as short term correction was
moving to bring the short term back to 0. Once short
term is back at 0, this long term correction factor is
stored in memory.
The values stored in long term adaptive memory
are used for all operating conditions, including open
loop. However, the updating of the long term memoryoccurs after the engine has exceeded approximately
17É F, with fuel control in closed loop and two min-
utes of engine run time. This is done to prevent any
transitional temperature or start-up compensations
from corrupting long term fuel correction.
Long term adaptive memory can change the pulse-
width by as much as 25%, which means it can correct
for all of short term. It is possible to have a problem
that would drive long term to 25% and short term to
another 25% for a total change of 50% away from
base pulse-width calculation.
TYPICAL ADAPTIVE MEMORY FUEL CELLS
Open
ThrottleOpen
ThrottleOpen
ThrottleOpen
ThrottleOpen
ThrottleOpen
Throttle Idle Decel
Vacuum 20 17 13 9 5 0
Above 1,984
rpm1 3 5 7 9 11 13 Drive 15
Below 1,984
rpm02 4 6 8 1012
Neutral14
MAP volt =0 1.4 2.0 2.6 3.3 3.9
Fuel Correction Diagnostics
There are two fuel correction diagnostic routines:
²Fuel System Rich
²Fuel System Lean
A DTC is set and the MIL is illuminated if the
PCM detects either of these conditions.
PROGRAMMABLE COMMUNICATIONS
INTERFACE (PCI) BUS
OPERATION
Various modules exchange information through a
communications port called the PCI Bus. The Power-
train Control Module (PCM) transmits the Malfunc-
tion Indicator Lamp (Check Engine) On/Off signal
and engine RPM on the PCI Bus. The PCM receives
the Air Conditioning select input, transaxle gear
position inputs over the PCI Bus. The PCM also
receives the air conditioning evaporator temperature
signal from the PCI Bus.
The following components access or send informa-
tion on the PCI Bus.
²Instrument Panel
²Body Control Module
²Air Bag System Diagnostic Module
²Full ATC Display Head
²ABS Module
²Transmission Control Module
²Powertrain Control Module
²Overhead Travel Module
AIR CONDITIONING PRESSURE
TRANSDUCERÐPCM INPUT
OPERATION
The Powertrain Control Module (PCM) monitors
the A/C compressor discharge (high side) pressure
through the air conditioning pressure transducer.
The transducer supplies an input to the PCM. The
PCM engages the A/C compressor clutch if pressure
is sufficient for A/C system operation.
AUTOMATIC SHUTDOWN (ASD) SENSEÐPCM
INPUT
OPERATION
The ASD sense circuit informs the PCM when the
ASD relay energizes. A 12 volt signal at this input
indicates to the PCM that the ASD has been acti-
vated. This input is used only to sense that the ASD
relay is energized.
When energized, the ASD relay supplies battery
voltage to the fuel injectors, ignition coils and the
heating element in each oxygen sensor. If the PCM
does not receive 12 volts from this input after
grounding the ASD relay, it sets a Diagnostic Trouble
Code (DTC).
PLFUEL SYSTEM 14 - 27
DESCRIPTION AND OPERATION (Continued)

CLUTCH INTERLOCK/UPSTOP SWITCH
DESCRIPTION
The clutch interlock/upstop switch is an assembly
consisting of two switches: an engine starter inhibit
switch (interlock) and a clutch pedal upstop switch
(Fig. 6). The switch assembly is located in the clutch/
brake pedal bracket assembly (Fig. 7), each switch
being fastened by four plastic wing tabs.
OPERATION
Clutch Interlock Switch
The clutch interlock switch prevents engine starter
operation and inadvertent vehicle movement with the
clutch engaged and the transaxle in gear.
The switch is open while the clutch pedal is at
rest. When the clutch pedal is fully depressed, the
pedal blade contacts and closes the switch, sending a
Fig. 4 Target MagnetÐTypical
1 ± CAM MAGNET/TARGET
2 ± CAMSHAFT POSITION SENSOR
Fig. 5 Target Magnet Polarity
1 ± TARGET MAGNET
Fig. 6 Clutch Interlock/Upstop Switch
1 ± UPSTOP SWITCH
2 ± INTERLOCK SWITCH
3 ± CONNECTOR
Fig. 7 Clutch/Brake Pedal Bracket Assembly
1 ± UPSTOP SWITCH
2 ± CLUTCH PEDAL
3 ± INTERLOCK SWITCH
4 ± CONNECTOR
PLFUEL SYSTEM 14 - 29
DESCRIPTION AND OPERATION (Continued)

OPERATION
When the knock sensor detects a knock in one of
the cylinders, it sends an input signal to the PCM. In
response, the PCM retards ignition timing for all cyl-
inders by a scheduled amount.
Knock sensors contain a piezoelectric material
which sends an input voltage (signal) to the PCM. As
the intensity of the engine knock vibration increases,
the knock sensor output voltage also increases.
The voltage signal produced by the knock sensor
increases with the amplitude of vibration. The PCM
receives as an input the knock sensor voltage signal.
If the signal rises above a predetermined level, the
PCM will store that value in memory and retard
ignition timing to reduce engine knock. If the knock
sensor voltage exceeds a preset value, the PCM
retards ignition timing for all cylinders. It is not a
selective cylinder retard.
The PCM ignores knock sensor input during engine
idle conditions. Once the engine speed exceeds a
specified value, knock retard is allowed.
Knock retard uses its own short term and long
term memory program.
Long term memory stores previous detonation
information in its battery-backed RAM. The maxi-
mum authority that long term memory has over tim-
ing retard can be calibrated.
Short term memory is allowed to retard timing up
to a preset amount under all operating conditions (as
long as rpm is above the minimum rpm) except WOT.
The PCM, using short term memory, can respond
quickly to retard timing when engine knock is
detected. Short term memory is lost any time the
ignition key is turned off.
MANIFOLD ABSOLUTE PRESSURE (MAP)
SENSORÐPCM INPUT
DESCRIPTION
The MAP sensor mounts to the intake manifold
(Fig. 17).
OPERATION
The PCM supplies 5 volts direct current to the
MAP sensor. The MAP sensor converts intake mani-
fold pressure into voltage. The PCM monitors the
MAP sensor output voltage. As vacuum increases,
MAP sensor voltage decreases proportionately. Also,
as vacuum decreases, MAP sensor voltage increases
proportionately.
At key on, before the engine is started, the PCM
determines atmospheric air pressure from the MAP
sensor voltage. While the engine operates, the PCM
determines intake manifold pressure from the MAP
sensor voltage. Based on MAP sensor voltage andinputs from other sensors, the PCM adjusts spark
advance and the air/fuel mixture.
If the PCM considers the MAP Sensor information
inaccurate, the PCM moves into ªlimp-inº mode.
When the MAP Sensor is in limp-in, the PCM limits
the engine speed as a function of the Throttle Posi-
tion Sensor (TPS) to between 1500 and 4000 rpm. If
the MAP Sensor sends realistic signals once again,
the PCM moves out of limp-in and resumes using the
MAP values.
During limp-in a DTC is set and the MIL illumi-
nates.
POWER STEERING PRESSURE SWITCHÐPCM
INPUT
DESCRIPTION
A pressure sensing switch is located on the power
steering gear.
OPERATION
The switch (Fig. 18) provides an input to the PCM
during periods of high pump load and low engine
RPM; such as during parking maneuvers.
When power steering pump pressure exceeds 2758
kPa (400 psi), the switch is open. The PCM increases
idle air flow through the IAC motor to prevent
engine stalling. The PCM sends 12 volts through a
resister to the sensor circuit to ground. When pump
pressure is low, the switch is closed.
SENSOR RETURNÐPCM INPUT
OPERATION
The sensor return circuit provides a low electrical
noise ground reference for all of the systems sensors.
Fig. 17 Manifold Absolute Pressure Sensor
PLFUEL SYSTEM 14 - 35
DESCRIPTION AND OPERATION (Continued)

POWER STEERING FLUID HOSES
The power steering fluid hoses connect the compo-
nents of the power steering system. They transfer
fluid from one component to the next.
The power steering fluid pressure hose is a high
pressure hose that connects the power steering pump
to the gear. At both ends of the flexible hose portion
are steel fittings that are pressure crimped to the
flexible hose. A standard tube nut fitting with an
O-ring is used at each end to connect it to either the
power steering pump or the gear.
The power steering fluid return hose is a special
rubber hose that connects the power steering gear or
the power steering fluid cooler on some models, back
to the fluid reservoir mounted on the power steering
pump. The power steering gear has a steel fitting
attached to its outlet port that the return hose is
pushed onto. On vehicles equipped with a power
steering fluid cooler, the return hose attaches to the
cooler outlet tube instead of the steering gear steel
fitting. The hose is secured to either component using
a standard adjustable clamp. The other end of the
power steering fluid return hose attaches to the
power steering fluid reservoir on the power steering
pump using a standard adjustable clamp.
POWER STEERING FLUID COOLER
Some models of this vehicle are equipped with a
cooler for the power steering system fluid (Fig. 1).
The purpose of the cooler is to keep the temperature
of the power steering system fluid from rising to a
level that would affect the performance of the power
steering system.
The power steering fluid cooler is located at the
front of the front suspension crossmember. It is
mounted to the crossmember top surface using 2 fas-
teners.The cooler is placed in series with the power steer-
ing fluid return hose, between the steering gear fluid
outlet port and the fluid return hose leading to the
power steering fluid reservoir. The power steering
gear has a steel fitting attached to its outlet port
that a short hose leading to the cooler is pushed onto.
This hose is secured to both the steering gear outlet
fitting and the cooler using standard adjustable
clamps. The cooler is secured to the power steering
fluid return hose using a standard adjustable clamp.
The cooler used on this vehicle is referred to as a
fluid-to-air type cooler. This means that the air flow
across the tubes of the cooler is used to extract the
heat from the cooler which it has absorbed from the
power steering fluid flowing through it. Utilizing a
small air dam mounted to its base to redirect air
across its coils, the cooler lowers the temperature of
the power steering fluid prior to it entering the
power steering fluid reservoir where it is resupplied
to the power steering pump.
Fig. 1 Power Steering Fluid Cooler
1 ± POWER STEERING FLUID COOLER
2 ± TRANSAXLE
3 ± CLAMP
4 ± AIR DAM
5 ± CROSSMEMBER
19 - 2 STEERINGPL
DESCRIPTION AND OPERATION (Continued)

(13) If the vehicle is equipped with a power steer-
ing fluid cooler, remove the two screws securing the
cooler to the front suspension crossmember. They are
located behind the cooler and can be accessed from
above. Allow the cooler to hang out of the way.
(14) Remove the bolt mounting the engine torque
strut to the right forward corner of the front suspen-
sion crossmember (Fig. 8).
NOTE: Before removing the front suspension
crossmember from the vehicle, the location of the
crossmember must be scribed on the body of the
vehicle (Fig. 9). Do this so that the crossmember
can be relocated upon reinstallation against the
body of vehicle in the same location as before
removal. If the front suspension crossmember is
not reinstalled in exactly the same location as
before removal, the preset front wheel alignment
settings (caster and camber) will be lost.
(15) Using an awl, scribe a line (Fig. 9) marking
the location of where the front suspension crossmem-
ber is mounted against the body of the vehicle.
(16) Position a transmission jack under the center
of the front suspension crossmember and raise it to
support the bottom of the crossmember.
(17) Loosen and completely remove the two front
bolts (one right and one left) attaching the front sus-
pension crossmember to the frame rails of vehicle.
The right side bolt can be viewed in the mounting
bolt figure (Fig. 8). The left side bolt is located in the
same location on the other side of the vehicle.(18) Loosen the two rear bolts (one right and one
left) attaching the front suspension crossmember and
lower control arms to the body of the vehicle until
they release from the threaded tapping plates in the
body of the vehicle. Do not completely remove the
rear bolts because they are designed to disengage
from the body threads yet stay within the lower con-
trol arm rear isolator bushing. This allows the lower
control arm to stay in place on the crossmember. The
right side bolt can be viewed in the mounting bolt
figure (Fig. 8). The left side bolt is located in the
same location on the other side of the vehicle.
(19) Lower the front suspension crossmember
using the transmission jack enough to allow the
power steering gear to be removed from the rear of
the crossmember (Fig. 10). When lowering front sus-
pension crossmember, do not let crossmember hang
from lower control arms. The weight should be sup-
ported by the transmission jack.
(20) Remove the roll pin securing the steering col-
umn lower coupling to the power steering gear pinion
shaft using a roll pin punch (Fig. 11). Push the steer-
ing column lower coupling up and off of the power
steering gear pinion shaft.
(21) Release the pinion shaft dash cover seal from
the tabs cast into the power steering gear housing
and remove the seal from the power steering gear
(Fig. 12).
(22) Loosen and remove the four bolts attaching
the power steering gear to the front suspension cross-
member (Fig. 1). Remove the power steering gear
from the front suspension crossmember.
Fig. 8 Mounting Bolts
1 ± FRONT SUSPENSION CROSSMEMBER MOUNTING BOLTS
2 ± ENGINE TORQUE ISOLATOR STRUT MOUNTING BOLT
3 ± FRONT SUSPENSION CROSSMEMBER
Fig. 9 Marking Crossmember Location
1 ± SCRIBED LINE
2 ± FRONT SUSPENSION CROSSMEMBER
3±AWL
4 ± BODY
19 - 24 STEERINGPL
REMOVAL AND INSTALLATION (Continued)

INSTALLATION
(1) Install the steering gear on the front suspen-
sion crossmember (Fig. 1). Install the four power
steering gear mounting bolts. Tighten the mounting
bolts to a torque of 61 N´m (45 ft. lbs.).
(2) Install the pinion shaft dash cover seal over
the power steering pinion shaft and onto the power
steering gear housing. Align the holes on each side of
the seal with the tabs cast into the power steering
gear housing (Fig. 12).
(3) With the steering column lower coupling
pushed partway up through its hole in the dash
panel, match the flat on the inside of the steeringcolumn lower coupling to the flat on the power steer-
ing gear pinion shaft and slide the coupling onto the
top of the pinion shaft. Align the roll pin hole in the
coupling with the groove in the pinion shaft and
install the roll pin through the coupling until it is
centered (Fig. 11).
(4) Center the power steering gear rack in its
travel.
(5) Using the transmission jack, raise the front
suspension crossmember and power steering gear
until the crossmember contacts its mounting spot
against the body and frame rails of the vehicle. As
the crossmember is raised, carefully guide the steer-
ing column lower coupling up through its hole in the
dash panel.
(6) Start the two rear crossmember mounting bolts
into the tapping plates mounted in the body. The
right side bolt can be viewed in the mounting bolt
figure (Fig. 8). The left side bolt is located in the
same location on the other side of the vehicle. Next,
install the two front mounting bolts attaching front
suspension crossmember to frame rails of vehicle.
Lightly tighten all four mounting bolts to a approxi-
mately 2 N´m (20 in. lbs.) to hold the front suspen-
sion crossmember in position.
NOTE: When reinstalling the front suspension
crossmember back in the vehicle, it is very impor-
tant that the crossmember be attached to the body
in exactly the same spot as when it was removed.
Otherwise, the vehicle's wheel alignment settings
(caster and camber) will be lost.
Fig. 10 Crossmember Lowered
1 ± STEERING COLUMN LOWER COUPLING
2 ± POWER STEERING GEAR
3 ± FRONT SUSPENSION CROSSMEMBER
4 ± TRANSMISSION JACK
Fig. 11 Coupling Roll Pin
1 ± STEERING COLUMN LOWER COUPLING
2 ± POWER STEERING GEAR PINION SHAFT
3 ± ROLL PIN
4 ± ROLL PIN PUNCH
Fig. 12 Pinion Shaft Dash Cover Seal
1 ± SEAL
2 ± PINION SHAFT
3±TAB
4 ± POWER STEERING GEAR
PLSTEERING 19 - 25
REMOVAL AND INSTALLATION (Continued)

(b) Disengage the latch hooks on the back of the
clockspring by lifting the clockspring slightly to
clear the column housing with the top latch hook.
Next, lower the clockspring slightly to do the same
for the lower latch hook (Fig. 17). Remove the
clockspring from the column.
(c) Remove the two screws securing the multi-
function/windshield wiper switch to the steering
column (Fig. 18). Pull the switch straight away
from the column to remove it.
(d) If the column is equipped with a SKIM,
remove the module from the column by removing
the two mounting screws and sliding the SKIM off
the non-halo trim ring (Fig. 19).
(e) Remove the non-halo trim ring from the col-
umn by unclipping it from the ignition cylinder
housing (Fig. 19).
(f) Remove the ignition switch from the steering
column by first removing the mounting screw (Fig.
20). Once the screw is removed, pull the switch
straight out away from the column ignition cylin-
der housing.
INSTALLATION
(1) If the steering column is being replaced, per-
form the following on the column before installing it
on the vehicle:
(a) Ensure the ignition switch is positioned in
the ON position.
(b) Install the ignition switch on the steering
column by pushing the tapered end onto the shaft
and steering column ignition cylinder housing.
Install the screw securing the switch to the column
(Fig. 20).(c) Install the non-halo trim ring on the column
until its tabs snap into place on the ignition cylin-
der housing (Fig. 19).
(d) If the column is equipped with a Sentry Key
Immobilizer Module (SKIM), install the module on
the column by sliding the module onto the non halo
trim ring and installing the two mounting screws
(Fig. 19). Tighten the mounting screws to a torque
of 3 N´m (25 in. lbs.).
(e) Position the multi-function/windshield wiper
switch in onto the top of the column and install the
two screws securing the switch in place (Fig. 18).
(f) Place the clockspring onto the end of the col-
umn engaging the clockspring latch hooks into the
column (Fig. 17).
Fig. 15 SKIM Electrical Connector
1 ± STEERING COLUMN
2 ± SKIM ELECTRICAL CONNECTOR
3 ± SKIM
Fig. 16 Ignition Key Cylinder Retaining Tab
1 ± IGNITION KEY
2 ± RETAINING TAB
3 ± STEERING COLUMN
Fig. 17 Clockspring Latch Hooks
1 ± CLOCKSPRING
2 ± LATCH HOOKS
3 ± STEERING COLUMN
PLSTEERING 19 - 35
REMOVAL AND INSTALLATION (Continued)

NOTE: Remove old sealant before applying new
sealant. Use MoparTRTV sealant, or equivalent,
when installing cover.
STIRRUP AND STRAP REMOVAL
NOTE: A stirrup and retaining strap is attached to
the transfer gear. The stirrup prevents the transfer
gear retaining nut from turning and backing off the
transfer shaft. The strap is used to hold the stirrup
to the transfer gear and prevent the stirrup retain-
ing bolts from backing out.
(1) Using a punch, bend tabs on strap flat against
transfer gear.
(2) Remove bolts holding retaining strap to stir-
rup.
(3) Remove strap from transfer gear and stirrup.
(4) Remove stirrup from transfer gear.
Fig. 136 Remove or Install Rear Cover
1 ± OUTPUT SHAFT GEAR
2 ± USE MOPAR SILICONE RUBBER ADHESIVE SEALER
3 ± REAR COVER
4 ± TRANSFER SHAFT GEAR
Fig. 137 Remove Transfer Shaft Gear Retaining Nut
1 ± TRANSFER SHAFT GEAR
2 ± SCREW (2)
3 ± OUTPUT SHAFT GEAR
4 ± SPECIAL TOOL L-4434
Fig. 138 Transfer Shaft Gear Nut and Washer
1 ± OUTPUT SHAFT GEAR
2 ± TRANSFER SHAFT GEAR
3 ± WASHER
4 ± NUT
PLTRANSAXLE 21 - 115
DISASSEMBLY AND ASSEMBLY (Continued)