wheel DODGE NEON 2000 Service Repair Manual

SPECIFICATIONS
STEERING COLUMN FASTENER TORQUE
SPECIFICATIONS
DESCRIPTION TORQUE
STEERING WHEEL:
Retaining Nut............ 61N´m(45ft.lbs.)
Airbag Mounting Screws.... 10N´m(90in.lbs.)
Speed Control Switch Screws . 2 N´m (20 in. lbs.)
STEERING COLUMN:
Mounting Nuts.......... 17N´m(150 in. lbs.)
SKIM Mounting Screws..... 3N´m(25in.lbs.)
STEERING COLUMN LOWER COUPLING:
Pinch Bolt.............. 28N´m(250 in. lbs.)
PLSTEERING 19 - 41

(11) Disconnect the vehicle speed sensor connector
(Fig. 39).
(12) Raise vehicle on hoist.
(13) Remove transaxle oil drain plug and drain oil
into a suitable container.
(14) Remove both axle shafts. Refer to Group 3,
Differential and Driveline for the correct procedures.
(15) Remove structural collar (Fig. 40).
(16) Remove the left engine-to-transaxle lateral
bending brace (Fig. 40).
(17) Remove bellhousing dust cover (Fig. 40).
(18) Remove the right engine-to-transaxle lateral
bending brace (Fig. 41).
(19) Remove starter motor (Fig. 42).
(20) Remove drive plate-to-clutch module bolts.
(21) Support engine at oil pan with screw jack and
wood block.
(22) Remove transaxle upper mount thru-bolt.
Gain access to this bolt through the driver's side
wheel house (Fig. 43).
Fig. 39 Vehicle Speed Sensor Connector
1 ± CONNECTOR
2 ± SENSOR
3 ± O-RING
4 ± SPEEDO PINION
Fig. 40 Left Lateral Bending Brace and Structural
CollarÐTypical
1 ± LATERAL BENDING BRACE
2 ± STRUCTURAL COLLAR
3 ± DUST COVER
Fig. 41 Right Lateral Bending Brace Removal/
InstallationÐTypical
1 ± TRANSAXLE
2 ± ENGINE
3 ± LATERAL BENDING BRACE
PLTRANSAXLE 21 - 15
REMOVAL AND INSTALLATION (Continued)

GENERAL INFORMATION
IN VEHICLE SERVICE
The following components are serviceable in the
vehicle without transaxle removal:
²Valve Body Assembly
²Converter Clutch Solenoid
²Governor
²Vehicle Speed Sensor & Pinion
²Park/Neutral & Back-up Lamp Switch
²Transfer Gears and Transfer Shaft
²Low/Reverse Servo
²Kickdown Servo
²Accumulator
FLUID REQUIREMENTS
NOTE: The transmission and differential have a
common oil sump with an opening between the
two.
TRANSMISSION/DIFFERENTIAL
MopartATF+4 (Automatic Transmission Fluid
Type 9602) is required in this transaxle. Substitute
fluids must meet fluid specification MS-9602.
FLUID ADDITIVES
Chrysler Corporation strongly recommends against
the addition of any fluids to the transmission, other
than those automatic transmission fluids listed
above. Exceptions to this policy are the use of special
dyes to aid in detecting fluid leaks.
Various ªspecialº additives and supplements exist
that claim to improve shift feel/quality and converter
clutch operation, inhibit overheating, oxidation, var-
nish and sludge. These claims have not been sup-
ported to Chrysler's satisfaction and these additives
must not be used. The use of transmission ªsealersº
should also be avoided, since they may adversely
affect the integrity of tranmission seals.
DESCRIPTION AND OPERATION
31TH GENERAL INFORMATION
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.
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.
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.
PLTRANSAXLE 21 - 55

CLUTCHES BANDS
LEVER START PARK
FRONT REAR LOCKUPOVER-
RUNNING(KICK-
DOWN)LOW/
REV
POSITION SAFETY SPRAG
FRONT REAR
P Ð PARK X X
R Ð REVERSE X X
N Ð NEUTRAL X
D Ð DRIVE
First X X
Second X X
Third X X X
2 Ð SECOND
First X X
Second X X
1 Ð Low X X
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 that
does not use one of those units, the unit that is slip-
ping can be determined. If the transaxle also slips in
reverse, the front clutch is slipping. If the transaxle
does not slip in reverse, the rear clutch is slipping.
The process of elimination can be used to detect
any unit that slips and to confirm proper operation of
good units. Road testing can usually diagnose slip-
ping units, although the actual cause of the problem
may not be detected. Practically any condition can be
caused by leaking hydraulic circuits or sticking
valves.
Therefore, unless the condition is obvious, the tran-
saxle should never be disassembled until hydraulic
pressure tests have been performed.
HYDRAULIC PRESSURE TESTS
Pressure testing is a very important step in the
diagnostic procedure. These tests usually reveal the
cause of most transaxle problems.Before performing pressure tests, check fluid level
and condition, as well as control cable adjustments.
Fluid must be at operating temperature (150 to 200
degrees F.).
Install an engine tachometer. Raise vehicle on a
hoist that allows front wheels to turn, and position
tachometer so it can be read.
Disconnect throttle cable and shift cable from tran-
saxle levers so they can be controlled from outside
the vehicle.
Attach 150 psi gauges to ports required for test
being conducted. A 300 psi gauge (C-3293) is required
for reverse pressure test at rear servo.
Test port locations are shown in (Fig. 5).
TEST ONE (SELECTOR IN 1)
(1) Attach gauges to line and low-reverse ports.
(2) Operate engine at 1000 rpm for test.
(3) Move selector lever on transaxle all the way
rearward (1 position).
(4) Read pressures on both gauges as throttle lever
on transaxle is moved from full clockwise position to
full counterclockwise position.
21 - 66 TRANSAXLEPL
DIAGNOSIS AND TESTING (Continued)

(14) Remove structural collar (Fig. 51).
(15) Remove the left engine-to-transaxle lateral
bending brace (Fig. 51).
(16) Remove bellhousing dust cover (Fig. 51).
(17) Remove starter motor (Fig. 52).
(18) Remove drive plate to converter bolts (Fig.
54).
(19) Support engine at oil pan with screw jack and
wood block.
(20) Remove transaxle upper mount thru-bolt.
Gain access to this bolt through the driver's side
wheel house (Fig. 53).
(21) Carefully lower engine and transaxle on screw
jack until proper removal clearance is obtained.
(22) Obtain a helper to assist in holding transaxle
while removing transaxle-to-engine mounting bolts
(Fig. 54).
(23) Remove transaxle from vehicle (Fig. 54).
(24) Remove torque converter from front pump.
(25) If installing a new or replacement transaxle,
remove the upper mount and bracket as shown in
(Fig. 55), and transfer to the replacement unit and
torque all bolts to 68 N´m (50 ft. lbs.) torque.
Fig. 51 Left Lateral Bending Brace and Structural
Collar
1 ± LATERAL BENDING BRACE
2 ± STRUCTURAL COLLAR
3 ± DUST COVER
Fig. 52 Starter Motor Removal/Installation
1 ± BOLT
2 ± GROUND
3±STARTER
4 ± BOLT
Fig. 53 Transaxle Upper Mount and Bracket
1 ± MOUNT BRACKET
2 ± BOLT
3 ± MOUNT
21 - 86 TRANSAXLEPL
REMOVAL AND INSTALLATION (Continued)

TIRES AND WHEELS
TABLE OF CONTENTS
page page
TIRES................................... 1WHEELS................................ 10
TIRES
TABLE OF CONTENTS
page page
DESCRIPTION AND OPERATION
TIRE...................................1
RADIAL-PLY TIRES........................2
SPARE TIRE±TEMPORARY..................3
REPLACEMENT TIRES.....................3
DIAGNOSIS AND TESTING
TREAD WEAR INDICATORS.................3
TIRE WEAR PATTERNS.....................4
TIRE NOISE OR VIBRATION.................4
VEHICLE LEAD DIAGNOSIS AND
CORRECTION..........................4
SERVICE PROCEDURES
PRESSURE GAUGES......................6TIRE INFLATION PRESSURES...............6
TIRE PRESSURE FOR HIGH SPEED
OPERATION............................6
TIRE AND WHEEL ROTATION................6
REPAIRING TIRE LEAKS....................7
TIRE AND WHEEL MATCH MOUNTING.........7
CLEANING AND INSPECTION
CLEANING TIRES.........................9
SPECIFICATIONS
TIRE SPECIFICATIONS.....................9
DESCRIPTION AND OPERATION
TIRE
Tires are designed and engineered for each specific
vehicle (Fig. 1). They provide the best overall perfor-
mance for normal operation. The ride and handling
characteristics match the vehicle's requirements.
With proper care they will give excellent reliability,
traction, skid resistance, and tread life.
Driving habits have more effect on tire life than
any other factor. Careful drivers will obtain, in most
cases, much greater mileage than severe use or care-
less drivers. A few of the driving habits which will
shorten the life of any tire are:²Rapid acceleration
²Severe application of brakes
²High-speed driving
²Taking turns at excessive speeds
²Striking curbs and other obstacles
²Operating vehicle with over or under inflated
tire pressures
Radial ply tires are more prone to irregular tread
wear. It is important to follow the tire rotation inter-
val shown in the section on Tire Rotation. This will
help to achieve a greater tread-life potential.
PLTIRES AND WHEELS 22 - 1

TIRE IDENTIFICATION
Tire type, size, aspect ratio and speed rating are
encoded in the letters and numbers imprinted on the
side wall of the tire. Refer to the chart to decipher
the tire identification code (Fig. 2).
Performance tires will have a speed rating letter
after the aspect ratio number. For example, the letter
ªSº indicates that the tire is speed rated up to 112
mph (180 km/h). The speed rating is not always
printed on the tire sidewall.
²Q -up to 100 mph (160 km/h)
²T -up to 118 mph (190 km/h)
²U -up to 124 mph (200 km/h)
²H -up to 130 mph (210 km/h)
²V -up to 149 mph (240 km/h)
²Z -more than 149 mph (240 km/h) (consult the
tire manufacturer for the specific speed rating)
An All Season type tire will have eitherM+S,M
& S or M-S (indicating mud and snow traction)
imprinted on the side wall.
TIRE CHAINS
Refer to the owners manual supplied with the vehi-
cle to determine whether the use of tire chains is per-
mitted on this vehicle.
RADIAL-PLY TIRES
Radial-ply tires improve handling, tread life and
ride quality, and decrease rolling resistance.
Radial-ply tires must always be used in sets of
four. Under no circumstances should they be used on
the front only. They may be mixed with temporary
spare tires when necessary. A maximum speed of 50
MPH is recommended while a temporary spare is in
use.
Radial-ply tires have the same load-carrying capac-
ity as other types of tires of the same size. They also
use the same recommended inflation pressures.
The use of oversized tires, either in the front or
rear of the vehicle, can cause vehicle drive train fail-
ure. This could also cause inaccurate wheel speed
Fig. 1 Tire (Typical)
1 ± CAST ALUMINUM WHEEL
2 ± WEIGHTS
3 ± CENTER CAP
4 ± WHEEL COVER5 ± MOUNTING NUTS
6 ± VALVE STEM
7 ± STEEL WHEEL
8 ± TIRE
22 - 2 TIRES AND WHEELSPL
DESCRIPTION AND OPERATION (Continued)

signals when the vehicle is equipped with Anti-Lock
Brakes.
The use of tires from different manufactures on the
same vehicle is NOT recommended. The proper tire
pressure should be maintained on all four tires.
SPARE TIRE±TEMPORARY
The temporary spare tire is designed for emer-
gency use only. The original tire should be repaired
or replaced at the first opportunity, then reinstalled.
Do not exceed speeds of 50 M. P. H. when using the
temporary spare tire. Refer to Owner's Manual for
complete details.
REPLACEMENT TIRES
The original equipment tires provide a proper bal-
ance of many characteristics such as:
²Ride
²Noise
²Handling
²Durability
²Tread life
²Traction
²Rolling resistance
²Speed capabilityIt is recommend that tires equivalent to the origi-
nal equipment tires be used when replacement is
needed.
Failure to use equivalent replacement tires may
adversely affect the safety and handling of the vehi-
cle.
The use of oversize tires may cause interference
with vehicle components. Under extremes of suspen-
sion and steering travel, interference with vehicle
components may cause tire damage.
WARNING: FAILURE TO EQUIP THE VEHICLE WITH
TIRES HAVING ADEQUATE SPEED CAPABILITY
CAN RESULT IN SUDDEN TIRE FAILURE.
DIAGNOSIS AND TESTING
TREAD WEAR INDICATORS
Tread wear indicators are molded into the bottom
of the tread grooves. When tread depth is 1.6 mm
(1/16 in.), the tread wear indicators will appear as a
13 mm (1/2 in.) band (Fig. 3).
Tire replacement is necessary when indicators
appear in two or more grooves or if localized balding
occurs.
Fig. 2 Tire Identification
Fig. 3 Tread Wear Indicators
1 ± TREAD ACCEPTABLE
2 ± TREAD UNACCEPTABLE
3 ± WEAR INDICATOR
PLTIRES AND WHEELS 22 - 3
DESCRIPTION AND OPERATION (Continued)

TIRE WEAR PATTERNS
Under inflation will cause wear on the shoulders of
tire. Over inflation will cause wear at the center of
tire.
Excessive camber causes the tire to run at an
angle to the road. One side of tread is then worn
more than the other (Fig. 4).
Excessive toe-in or toe-out causes wear on the
tread edges and a feathered effect across the tread
(Fig. 4).
TIRE NOISE OR VIBRATION
Radial-ply tires are sensitive to force impulses
caused by improper mounting, vibration, wheel
defects, or possibly tire imbalance.To find out if tires are causing the noise or vibra-
tion, drive the vehicle over a smooth road at varying
speeds. Note the noise level during acceleration and
deceleration. The engine, differential and exhaust
noises will change as speed varies, while the tire
noise will usually remain constant.
VEHICLE LEAD DIAGNOSIS AND CORRECTION
Use the following chart to diagnose a vehicle that
has a complaint of a drift or lead condition. The use
of this chart will help to determine if the lead condi-
tion is the result of a bad tire or is caused by the
wheel alignment.
Fig. 4 Tire Wear Patterns
22 - 4 TIRES AND WHEELSPL
DIAGNOSIS AND TESTING (Continued)

PLTIRES AND WHEELS 22 - 5
DIAGNOSIS AND TESTING (Continued)