engine DODGE NEON 2000 Service Repair Manual

LOW LUBRICANT LEVEL
Insufficient transaxle lubricant is usually the
result of leaks, or inaccurate fluid level check or refill
method. Leakage is evident by the presence of oil
around the leak point. If leakage is not evident, the
condition is probably the result of an underfill.
If air±powered lubrication equipment is used to fill
a transaxle, be sure the equipment is properly cali-
brated. Equipment out of calibration can lead to an
underfill condition.
FLUID LEAKS
Fluid leaks can occur around the input shaft seal,
axleshaft seals, case split lines, and the end cover. Be
careful not to misdiagnose an input shaft seal leak
for an engine rear main seal leak. Also, the transaxle
case sealer (split line) will accumulate dirt and look
like an oil leak.
CLUTCH PROBLEMS
Worn, damaged, or misaligned clutch components
can cause difficult shifting, gear clash, and noise.
A worn or damaged clutch disc, pressure plate, or
release bearing can cause hard shifting and gear
clash.
SERVICE PROCEDURES
FLUID DRAIN AND FILL
All NV T350 (A-578) transaxles are equipped with
a fill plug. The fill plug is located on the left side of
the transaxle differential area (Fig. 3). The fluid level
should be within 3/16 inch from the bottom of the
transaxle fill hole (vehicle must be level when check-
ing).All NV T350 (A-578) transaxles are equipped with
a drain plug. The drain plug is located on the lower
right side of the transaxle differential housing (Fig.
4). Tighten drain plug to 28 N´m (250 in. lbs.)
Dry fill lubricant capacity is approximately 1.9-2.2
liters (4.0-4.6 pints). Wipe the outside of the tran-
saxle if any lubricant spills.
REMOVAL AND INSTALLATION
GEARSHIFT KNOB
REMOVAL
(1)Pull shifter boot down and away from shifter knob.
(2) Push down on knob and rotate clockwise to
remove (Fig. 5).
Fig. 3 Fill Plug Location
1 ± RUBBER FILL PLUG
2 ± LEFT DRIVESHAFT SEAL
Fig. 4 Drain Plug Location
1 ± RIGHT DRIVESHAFT SEAL
2 ± DRAIN PLUG
Fig. 5 Gearshift Knob Removal
1 ± GEARSHIFT KNOB
21 - 4 TRANSAXLEPL
DIAGNOSIS AND TESTING (Continued)

Remove cable retaining clips and remove cables
from bracket (Fig. 17).
(11) Raise vehicle on hoist.
(12) Remove converter heat shield (Fig. 18).
(13) Remove remaining grommet plate-to-floor pan
screw (Fig. 19).
(14) Remove cable assembly from vehicle.
INSTALLATION
CAUTION: Gearshift cable bushings must not be
lubricated or the bushings will swell and split.(1) Raise vehicle on hoist.
(2) Install cable assembly through floor pan open-
ing and secure to floor pan with grommet plate and
one screw (Fig. 19). Make sure the three grommet
plate studs protrude through cable assembly and
floor pan and tighten screw to 7 N´m (60 in. lbs.).
(3) Route transaxle end of cable assembly into
engine compartment and over transaxle assembly.
(4) Install converter heat shield (Fig. 18).
(5) Lower vehicle.
Fig. 13 Gearshift Boot Removal/Installation
1 ± BOOT
2 ± SHIFTER ASSEMBLY
Fig. 14 Crossover Cable at Shifter Assembly
1 ± GROMMET PLATE NUT
2 ± SHIFTER
3 ± CROSSOVER CABLE
4 ± CLIP
Fig. 15 Selector Cable at Shifter Assembly
1 ± SHIFTER
2 ± CLIP
3 ± SELECTOR CABLE
Fig. 16 Air Cleaner Assembly Removal/Installation
1 ± AIR CLEANER ASSY.
2 ± THROTTLE BODY DUCT
PLTRANSAXLE 21 - 7
REMOVAL AND INSTALLATION (Continued)

(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)

(23) Carefully lower engine and transaxle on screw
jack until proper removal clearance is obtained.
(24) Obtain a helper to assist in holding transaxle
while removing transaxle-to-engine mounting bolts
(Fig. 44).(25) Remove transaxle from vehicle (Fig. 44).
(26) If installing a new or replacement transaxle,
remove the upper mount as shown in (Fig. 45), trans-
fer to the replacement unit and torque all bolts to 68
N´m (50 ft. lbs.) torque.
INSTALLATION
(1) Install clutch module onto input shaft. Install
transaxle into position.
(2) Install transaxle-to-engine mounting bolts (Fig.
44) and tighten to 95 N´m (70 ft. lbs.) torque.
(3) Raise engine and transaxle with screw jack
until through hole in upper mount aligns with hole
in mount bracket. Install mount bolt and tighten to
108 N´m (80 ft. lbs.) torque (Fig. 43).
(4) Remove screwjack.
(5) Install drive plate-to-clutch module bolts and
torque to 88 N´m (65 ft. lbs.) torque.
(6) Install starter motor and tighten bolts to 54
N´m (40 ft. lbs.) torque. Make sure to fasten ground
cable to upper starter bolt as shown in (Fig. 42).
(7) Connect starter electrical harness and tighten
positive cable nut to 10 N´m (90 in. lbs.) torque.
(8) Install bellhousing dust cover (Fig. 40).
(9) Install left engine-to-transaxle bending brace
(Fig. 40).
(10) Install structural collar (Fig. 40) as follows:
(a) Position collar and install all bolts finger
tight.
(b) Tighten the collar-to-oil pan bolts to 3 N´m
(30 in. lbs.) torque.
(c) Tighten the collar-to-transaxle bolts to 108
N´m (80 ft. lbs.) torque.
(d) Final torque the collar-to-oil pan bolts to 54
N´m (40 ft. lbs.) torque.
(11) Install the right lateral bending brace and
tighten bolts to 81 N´m (60 ft. lbs.) torque (Fig. 41).
(12) Install both front axle driveshafts. Refer to
Group 3, Differential and Driveline for the correct
procedures.
(13) Fill transaxle with suitable amount of Mopart
Manual Transaxle Lubricant (PN 04874465).
(14) Lower vehicle.
(15) Connect vehicle speed sensor connector (Fig.
39).
(16) Connect shift crossover and selector cables to
shift lever. Install cables to bracket and install
retaining clips (Fig. 38).
(17) Connect clutch cable to fork and secure to
transaxle (Fig. 37).
(18) Install bellhousing cap (Fig. 37).
(19) Connect back-up lamp switch connector.
(20) Connect ground strap to transaxle upper
mount bracket.
(21) Install battery lower tray and battery, and
tighten battery hold down clamp to secure battery.
Fig. 42 Starter Motor Removal/InstallationÐTypical
1 ± BOLT
2 ± GROUND
3±STARTER
4 ± BOLT
Fig. 43 Transaxle Upper Mount Thru-BoltÐTypical
1 ± MOUNT BRACKET
2 ± BOLT
3 ± MOUNT
21 - 16 TRANSAXLEPL
REMOVAL AND INSTALLATION (Continued)

(8) Remove case bolts. Remove clutch bellhousing
differential bearing cup. Install shim(s) selected in
Step 7. Then press the bearing cup into clutch bell-
housing.
(9) Install clutch bellhousing. Install and torque
case bolts to 26 N´m (19 ft. lbs.).
(10) Using Special Tool C-4995 and an inch-pound
torque wrench, check turning torque of the differen-
tial assembly (Fig. 164).The turning torque
should be 6 to 12 in. lbs. If the turning torque is
too high, install a 0.05mm (0.002 inch) thinner
shim. If the turning torque is too low, install a
0.05mm (0.002 inch) thicker shim.(11) Recheck turning torque. Repeat Step 10until
the proper turning torque is obtained.
SPECIFICATIONS
NV T350 (A-578) SPECIFICATIONS
DESCRIPTION TORQUE
Back-up Lamp Switch........ 24N´m(18ft.lbs.)
Crossover Cable Adj. Screw.... 8N´m(70in.lbs.)
Drain Plug............... 28N´m(250 in. lbs.)
Differential Ring Gear Bolts . . . 81 N´m (60 ft. lbs.)
Dust Shield to Transaxle.... 12N´m(105 in. lbs.)
End Plate Cover Bolts........ 29N´m(21ft.lbs.)
Lateral Bending Strut to Engine......... 81N´m
(60 ft. lbs.)
Lateral Bending Strut to Trans.......... 81N´m
(60 ft. lbs.)
Left Mount Through Bolt.... 108N´m(80ft.lbs.)
Left Mount to Transaxle...... 68N´m(50ft.lbs.)
Output Bearing Race Ret. Strap......... 11N´m
(96 in. lbs.)
Reverse Fork Bracket........ 11N´m(96in.lbs.)
Reverse Idler Shaft Bolt...... 26N´m(19ft.lbs.)
Shift Cable Bracket to Transaxle........ 28N´m
(250 in. lbs.)
Transaxle Case Bolts......... 29N´m(21ft.lbs.)
Transaxle to Engine Bolt...... 95N´m(70ft.lbs.)
Trans. to Eng. Intake Bkt. Bolts......... 95N´m
(70 ft. lbs.)
Vehicle Speed Sensor......... 7N´m(60in.lbs.)
Vertical Bending Strut to Engine........ 81N´m
(60 ft. lbs.)
Vertical Bending Strut to Trans.......... 81N´m
(60 ft. lbs.)
NOTE: Bolts that have thread sealer or torque lock
patches should not be reused. Always install new
bolts in these applications.
Fig. 163 Checking Differential Bearing End Play to
Determine Shim Thickness
1 ± T-HANDLE
2 ± DIAL INDICATOR SET
3 ± SPECIAL TOOL C-4995
Fig. 164 Checking Differential Bearing Turning
Torque
1 ± INCH-POUND TORQUE WRENCH
2 ± SPECIAL TOOL C-4995
NV T350 (A-578) MANUAL TRANSAXLE FLUID
FILL
TRANSAXLE METRIC
MEASUREU. S.
MEASURE
NV T350 1.9-2.2 Liters 2.0-2.3 Quarts
PLTRANSAXLE 21 - 51
ADJUSTMENTS (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

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 accu-
rate.The engine should be running at idle
speed for at least one minute, with the vehicle
on level ground. This will ensure complete oil
level stabilization between differential and
transmission.The fluid should be at normal operat-
ing temperature (approximately 82É C. or 180É F.).
The fluid level is correct if it is in the HOT region
(cross-hatched area) on the dipstick (Fig. 1).
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 will build up slowly.
Improper filling also can raise the fluid level too
high. When the transaxle has too much fluid, the
gears churn up foam and cause the same conditions
that 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 also can 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,
or is contaminated with metal or friction material
particles, a complete transaxle overhaul is needed.
Be sure to examine the fluid on the dipstick closely.
If there is any doubt about its condition, remove the
oil pan and inspect.
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 the 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:
²Pressure supply system
²Pressure regulating valves
²Flow control valves
²Clutches
²Band 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 hydraulic
and lubrication requirements.Oil pump housing
assemblies are available with preselected 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 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.
Fig. 1 Transaxle Dipstick
1 ± TRANSAXLE DIPSTICK
21 - 56 TRANSAXLEPL
DESCRIPTION AND OPERATION (Continued)

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 bypass 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.
BRAKE TRANSMISSION SHIFT INTERLOCK
SYSTEM
The Brake Transmission Shifter/Ignition Interlock
(BTSI) is a cable and solenoid operated system. It
interconnects the automatic transmission floor
mounted shifter to the steering column ignition
switch. The system locks the shifter into the PARK
position. The interlock system is engaged whenever
the ignition switch is in the LOCK or ACCESSORY
position. An additional electrically activated feature
will prevent shifting out of the PARK position unless
the brake pedal is depressed at least one-half inch. A
magnetic holding device integral to the interlock
cable is energized when the ignition is in the RUN
position. When the key is in the RUN position and
the brake pedal is depressed, the shifter is unlocked
and will move into any position. The interlock systemalso prevents the ignition switch from being turned
to the LOCK or ACCESSORY position, unless the
shifter is in the gated PARK position.
The following chart describes the normal operation
of the Brake Transmission Shift Interlock (BTSI) sys-
tem. If the ªexpected responseº differs from the vehi-
cle's response, then system repair and/or adjustment
is necessary.
GEARSHIFT AND PARKING LOCK CONTROLS
The transaxle is controlled by alever typegear-
shift incorporated within the console. 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 banging noise will occur.
COOLER BYPASS VALVE
Some 31TH transaxles are equipped with a cooler
bypass valve (Fig. 2). The valve is designed to bypass
the transaxle oil cooler circuit in cold weather condi-
tions, or when circuit restriction exceeds 25±30 p.s.i.
The valve consists of an integrated check ball and
spring, and a return tube to carry bypassed oil back
to the pump. The bypass valve is mounted to the
valve body transfer plate and is sealed with a rubber
o-ring seal (Fig. 3).
ACTION EXPECTED RESPONSE
1. Turn key to the ªOFFº
position.1. Shifter CAN be shifted
out of park.
2. Turn key to the
9ON/RUNº position.2. Shifter CANNOT be
shifted out of park.
3. Turn key to the
ªON/RUNº position and
depress the brake pedal.3. Shifter CAN be shifted
out of park.
4. Leave shifter in any
gear and try to return key
to the ªLOCKº or9ACCº
position.4. Key cannot be
returned to the ªLOCKº or
ªACCº position.
5. Return shifter to
ªPARKº and try to remove
the key.5. Key can be removed
(after returning to ªLOCKº
position).
6. With the key removed,
try to shift out of ªPARKº.6. Shifter cannot be
shifted out of ªPARKº.
NOTE: Any failure to meet these expected
responses requires system adjustment or repair.
PLTRANSAXLE 21 - 57
DESCRIPTION AND OPERATION (Continued)

TORQUE CONVERTER CLUTCH SOLENOID
WIRING CONNECTOR
If the solenoid wiring connector is unplugged, the
torque converter will not engage (Fig. 4).
GOVERNOR
The governor can be serviced by removing the
transaxle oil pan and valve body assembly. The gov-
ernor can be unbolted from the governor support and
removed from the transaxle for reconditioning or
replacement.
When cleaning or assembling the governor, be sure
the governor valves move freely in the bores of the
governor body.
DIAGNOSIS AND TESTING
TRANSAXLE 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 malfunctions
²Transaxle 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 cor-
rected or that further diagnosis is necessary. If the prob-
lem still exists, refer to the following diagnosis charts to
aid in determining the source or cause of failure.
Fig. 2 Cooler Bypass Valve
1 ± BYPASS VALVE
2 ± TUBE
Fig. 3 Bypass Valve Location (If Equipped)
1 ± TRANSFER PLATE
2 ± BYPASS VALVE
3 ± SEAL
Fig. 4 Torque Converter Clutch Solenoid Wiring
Connector
1 ± TCC SOLENOID WIRING CONNECTOR
21 - 58 TRANSAXLEPL
DESCRIPTION AND OPERATION (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
BUZZING NOISE 1. Fluid Level Low 1. Add fluid and check for leaks.
2. Shift Cable Misassembled. 2. Route cable away from engine and bell
housing.
3. Valve Body Misassembled. 3. Remove, disassemble, inspect valve
body. Reassemble correctly if necessary.
Replace assembly if valves or springs are
damaged. Check for loose bolts or screws.
4. Pump Passages Leaking 4. Check pump for porous casting, scores
on mating surfaces and excess rotor
clearance. Repair as required. Loose pump
bolts.
5. Cooling System Cooler Plugged. 5. Flow check cooler circuit. Repair as
needed.
6. Overrunning Clutch Damaged. 6. Replace clutch.
SLIPS IN REVERSE ONLY 1. Fluid Level Low. 1. Add fluid and check for leaks.
2. Gearshift Linkage Misadjusted. 2. Adjust linkage.
3. Rear Band Misadjusted. 3. Adjust band.
4. Rear Band Worn. 4. Replace as required.
5. Hydraulic Pressure Too Low. 5. Perform hydraulic pressure tests to
determine cause.
6. Rear Servo Leaking. 6. Air pressure check clutch-servo operation
and repair as required.
7. Band Linkage Binding. 7. Inspect and repair as required.
SLIPS IN FORWARD
DRIVE RANGES1. Fluid Level Low. 1. Add fluid and check for leaks.
2. Fluid Foaming. 2. Check for high oil level, bad pump
gasket or seals, dirt between pump halves
and loose pump bolts. Replace pump if
necessary.
3. Throttle Linkage Misadjusted. 3. Adjust linkage.
4. Gearshift Linkage Misadjusted. 4. Adjust linkage.
5. Rear Clutch Worn. 5. Inspect and replace as needed.
6. Low Hydraulic Pressure Due to
Worn Pump, Incorrect Control
Pressure Adjustments, Valve Body
Warpage or Malfunction, Sticking
Governor, Leaking Seal Rings,
Clutch Seals Leaking, Servo Leaks,
Clogged Filter or Cooler Lines6. Perform hydraulic and air pressure tests
to determine cause.
7. Rear Clutch Malfunction, Leaking
Seals or Worn Plates.7. Air pressure check clutch-servo operation
and repair as required.
8. Overrunning Clutch Worn, Not
Holding (Slips in 1 Only).8. Replace Clutch.
SLIPS IN LOW GEAR ªDº
ONLY, BUT NOT IN 1
POSITIONOverrunning Clutch Faulty. Replace overrunning clutch.
PLTRANSAXLE 21 - 63
DIAGNOSIS AND TESTING (Continued)