tra DODGE NEON 2000 Service Repair Manual

(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)

(g) Install the ignition key cylinder in the steer-
ing column. To do this, first position the key cylin-
der in the ON position (with the key in it) so the
retaining tab can be depressed. Push key cylinder
into the column ignition cylinder housing until the
retaining tab locks into place (Fig. 16).
NOTE: When installing a tilt column, do not release
the tilt lever from the locked position until after the
column is installed on the instrument panel.
(2) Install the steering column into steering col-
umn access opening in the lower instrument panel.
(3) If the vehicle is equipped with a SKIM, Con-
nect its wiring harness electrical connector (Fig. 15).(4) Connect the wiring harness electrical connec-
tors to the multi-function switch, windshield wiper
switch, and ignition switch (Fig. 14).
(5) Connect the wiring harness electrical connector
to the clockspring (Fig. 13).
(6) Align the slots in the mounting brackets on the
steering column with the studs in the instrument
panel (Fig. 12) Attach the column to the instrument
panel by first installing the two upper mounting nuts
(Do not completely tighten the two upper mounting
nuts at this time). Next, install the two lower mount-
ing nuts. Tighten all four mounting nuts to a torque
of 17 N´m (150 in. lbs.).
(7) If the vehicle is equipped with an automatic
transaxle, connect the automatic transaxle ignition
interlock cable to the steering column by pushing the
end of the cable into the back side of the ignition cyl-
inder housing until it snaps into place (Fig. 11).
(8) Position the steering column shaft in the cor-
rect position for mounting to the lower coupling. To
do this, turn the steering wheel end of the shaft until
the missing spline area on that end of the shaft faces
straight up.
(9) Verify the front wheels of vehicle are in the
STRAIGHT-AHEAD position.
NOTE: Do not tighten the coupling pinch bolt any-
time the vehicle is not at curb riding height. It may
cause unwanted conditions within the steering col-
umn if the vehicle is suspended in any manner
when the pinch bolt is tightened.
(10) Reconnect the steering column lower coupling
to the steering column upper coupling (Fig. 10).
Install the coupling pinch bolt an tighten the pinch
Fig. 18 Multi-function/Wiper Switch Mounting
1 ± MOUNTING SCREWS
2 ± MULTI-FUNCTION/WINDSHIELD WIPER SWITCH ASSEMBLY
Fig. 19 SKIM Mounting
1 ± HALO TRIM RING
2 ± MOUNTING SCREWS
3 ± SKIM
Fig. 20 Ignition Switch Mounting
1 ± MOUNTING SCREW
2 ± IGNITION SWITCH
19 - 36 STEERINGPL
REMOVAL AND INSTALLATION (Continued)

bolt nut to a torque of 28 N´m (250 in. lbs.). Install
the pinch bolt retainer pin.
(11) Install the upper and lower steering column
shrouds onto the steering column (Fig. 9). Snap the
two shrouds together and then install and tighten
the two screws securing the shrouds to the column.
(12) Install the steering column cover that mounts
below the steering column on the instrument panel
by first aligning the retainer clips and snapping the
cover into place. Install the two screws along the bot-
tom of the steering column cover.
(13) Align the clips along the outer edge of the
instrument cluster bezel with the mounting holes in
the instrument panel and install the bezel.
(14) Align the clips on the bottom of the instru-
ment panel top cover with the mounting holes in the
instrument panel and install the top cover by push-
ing it down into place.
(15) Install the screw securing the left end of the
top cover to the instrument panel.
CAUTION: If there is any question as to whether
the clockspring is in the centered position, the
clock spring needs to be recentered before install-
ing the steering wheel. If the clockspring is not cen-
tered, it may be overextended, causing the
clockspring to become inoperative.
(16) Center the clockspring using the following
procedure:
²Using your fingers, rotate the clockspring rotor
in the CLOCKWISE DIRECTION to the end of the
travel. Do not apply excessive torque.
²From the end of travel, rotate the rotor two full
turns and an additional half turn in the counter-
clockwise direction. (The wires should end up at the
bottom of the clockspring).
CAUTION: Do not install the steering wheel onto
the shaft of the steering column by driving it onto
the shaft.
(17) Feed the clockspring wiring leads through the
hole in the steering wheel (Fig. 6). Align the steering
wheel's wide mounting spline with the steering col-
umn shaft missing spline area and push the wheel
onto the shaft. Make sure the clockspring squares up
with the back of the wheel and does not bind.
(18) Install the steering wheel retaining nut and
tighten it until the steering wheel is fully installed
on shaft. Tighten the steering wheel retaining nut to
a torque of 61 N´m (45 ft. lbs.).
(19) Connect the clockspring electrical leads to the
speed control switches and reinstall the switches on
the steering wheel (Fig. 6).
(20) Install the airbag electrical lead from the
clockspring into the connector on the back of the air-bag module (Fig. 6). Be sure electrical connector from
clockspring is securely latched into airbag module
connector.
(21) Connect the horn switch electrical lead to the
connector on the back of the airbag module (Fig. 6).
CAUTION: The fasteners originally used for the air-
bag components are specifically designed for the
airbag system. They must never be replaced with
any substitutes. Anytime a new fastener is needed,
replace it with only the correct fastener listed in the
parts book.
(22) Install the airbag module into the center of
the steering wheel. Align the airbag module mount-
ing holes with the bolt holes in steering wheel (Fig.
6). Install only the two original or identical replace-
ment airbag module mounting screws. Tighten the
two air bag module attaching bolts to a torque of 10
N´m (90 in. lbs.).
(23) Install the airbag mounting screw trim caps
on the steering wheel rear cover (Fig. 7). One belongs
on each side of the steering wheel.
NOTE: When reconnecting the battery on a vehicle
that has had the airbag module removed, the fol-
lowing procedure should be used.
(24) Reconnect the ground cable to the negative
post of the battery in the following manor:
²Connect a scan tool (DRBIIIt) to the data link
diagnostic connector located below the steering col-
umn.
²Turn the ignition key to the ON position. Exit
the vehicle with the scan tool leaving the scan tool
harness plugged in.
²Ensuring that there are no occupants in the
vehicle, connect the ground (-) cable to the negative
post of the battery.
²Using the scan tool, read and record any fault
codes. Refer to the DRIVER AND PASSENGER AIR-
BAG SYSTEM diagnostic manual if any faults are
found.
²Erase any stored faults if there are no active
fault codes. If a problem exists, the fault code will
not erase.
²Reach around the back of the steering wheel (in
front of the instrument cluster) and turn the ignition
key to OFF, then back ON while observing the
instrument cluster airbag lamp. It should go on for
six to eight seconds, then go out. This will indicate
that the airbag system is functioning normally. If air-
bag warning lamp fails to light, blinks on and off, or
goes on and stays on, there is an airbag system mal-
function. Refer to the BODY DIAGNOSTIC PROCE-
DURES manual to diagnose the system malfunction.
PLSTEERING 19 - 37
REMOVAL AND INSTALLATION (Continued)

(25) Turn the key to OFF and remove the scan tool
from the vehicle.
(26) Test the operation of the horn, wipers and any
other functions that are steering column operated. If
applicable, reset the radio and the clock.
(27) If the steering column is a tilt column, verify
the tilt mechanism operates properly.
(28) Road test the vehicle to ensure proper opera-
tion of the steering system and the speed control sys-
tem.
STEERING COLUMN LOWER COUPLING
NOTE: Before proceeding with this removal and
installation procedure, review SERVICE WARNINGS
AND CAUTIONS at the beginning of REMOVAL AND
INSTALLATION in this section and in STEERING
GEAR.
REMOVAL
(1) Place the steering wheel in the STRAIGHT-
AHEAD position. Using a steering wheel holder, lock
the steering wheel in place to keep it from rotating
(Fig. 21). This keeps the clockspring in the proper
orientation.
(2) Inside the passenger compartment, remove the
steering column coupling retainer pin, back off the
pinch bolt nut, and remove the steering column cou-
pling pinch bolt (Fig. 22) (the pinch bolt nut is caged
to the coupling and is not removable). Separate the
upper and lower steering column couplings.
(3) Raise the vehicle. Refer to HOISTING in the
LUBRICATION AND MAINTENANCE group in this
service manual for the correct lifting procedure.(4) Release the locking tab on the wiring harness
connector for the power steering fluid pressure
switch before connector removal. Remove the wiring
harness connector from the power steering fluid pres-
sure switch (Fig. 23).
(5) Remove the bolt mounting the engine torque
strut to the right forward corner of the front suspen-
sion crossmember (Fig. 24).
Fig. 21 Steering Wheel Holder
1 ± STEERING WHEEL
2 ± STEERING WHEEL HOLDER
3 ± DRIVERS SEAT
Fig. 22 Steering Column Couplings
1 ± STEERING COLUMN UPPER COUPLING
2 ± PINCH BOLT
3 ± STEERING COLUMN LOWER COUPLING
4 ± BRAKE PEDAL
5 ± NUT
6 ± RETAINER PIN
Fig. 23 Power Steering Fluid Pressure Switch
1 ± WIRING HARNESS CONNECTOR
2 ± POWER STEERING GEAR
3 ± POWER STEERING FLUID PRESSURE SWITCH
4 ± REAR OF FRONT SUSPENSION CROSSMEMBER
19 - 38 STEERINGPL
REMOVAL AND INSTALLATION (Continued)

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.
(6) Using an awl, scribe a line (Fig. 25) marking
the location of where the front suspension crossmem-
ber is mounted against the body of the vehicle.(7) Position a transmission jack under the center
of the front suspension crossmember and raise it to
support the bottom of the crossmember.
(8) 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. 24). The left side bolt is located in
the same location on the other side of the vehicle.
(9) 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. 24). The left side bolt is located in the
same location on the other side of the vehicle.
CAUTION: Lower the steering gear slowly, paying
special attention to the power steering fluid hoses
coming down from the power steering pump. Do
not strain or over extend the hoses coming to the
gear. Damage to the hoses or connecting hardware
could occur.
(10) Lower the front suspension crossmember
using the transmission jack enough to allow suffi-
cient access to the steering column lower coupling
(Fig. 26). When lowering front suspension crossmem-
ber, do not let crossmember hang from lower control
arms or power steering hoses. The weight should be
supported by the transmission jack.
(11) Remove the roll pin securing the steering col-
umn lower coupling to the power steering gear pinion
shaft using a roll pin punch (Fig. 27). Push the steer-
ing column lower coupling up and off of the power
steering gear pinion shaft.
INSTALLATION
(1) Push the column end of the steering column
lower coupling partway up through its hole in the
dash panel, then match the flat on the inside of the
steering column lower coupling to the flat on the
power steering gear pinion shaft and slide the cou-
pling 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. 27).
(2) Center the power steering gear rack in its
travel.
(3) Using the transmission jack, raise the front
suspension crossmember and power steering gear
until the crossmember contacts its mounting spot
Fig. 24 Mounting Bolts
1 ± FRONT SUSPENSION CROSSMEMBER MOUNTING BOLTS
2 ± ENGINE TORQUE ISOLATOR STRUT MOUNTING BOLT
3 ± FRONT SUSPENSION CROSSMEMBER
Fig. 25 Marking Crossmember Location
1 ± SCRIBED LINE
2 ± FRONT SUSPENSION CROSSMEMBER
3±AWL
4 ± BODY
PLSTEERING 19 - 39
REMOVAL AND INSTALLATION (Continued)

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.
(4) 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. 24). 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.
(5) Using a soft face hammer, tap the front suspen-
sion crossmember back-and-forth or side-to-side until
it is aligned with the previously scribed positioning
marks on the body of the vehicle (Fig. 25). Once the
front suspension crossmember is correctly positioned,
tighten the rear two crossmember mounting bolts to
a torque of 203 N´m (150 ft. lbs.), then tighten the
front two crossmember mounting bolts to a torque of
142 N´m (105 ft. lbs.).
(6) Fasten the engine torque strut to the right for-
ward corner of the front suspension crossmember
using its mounting bolt (Fig. 24). Follow the proce-
dure described in the ENGINE service manual group
to properly align and tighten the torque strut mount-
ing bolts.
(7) Reconnect the wiring harness connector to the
power steering fluid pressure switch (Fig. 23). Be
sure the locking tab on the wiring harness connector
is securely latched.
(8) Lower the vehicle to ground level.
(9) Install the dash-to-lower coupling seal in place
over the lower coupling's plastic collar.
NOTE: Verify that grease is present on the lip of
the dash-to-coupling seal where it contacts the cou-
pling's plastic collar.
(10) Inside the passenger compartment, reconnect
the steering column lower coupling to the steering
column upper coupling (Fig. 22). Install the coupling
pinch bolt an tighten the pinch bolt nut to a torque of
28 N´m (250 in. lbs.). Install the pinch bolt retainer
pin.
(11) Remove the steering wheel holder.
(12) While looking under the instrument panel at
the lower coupling, rotate the steering wheel back-
and-forth to verify that the lower coupling does not
squeak against the dash-to-coupling seal.
Fig. 26 Crossmember Lowered
1 ± STEERING COLUMN LOWER COUPLING
2 ± POWER STEERING GEAR
3 ± FRONT SUSPENSION CROSSMEMBER
4 ± TRANSMISSION JACK
Fig. 27 Coupling Roll Pin
1 ± STEERING COLUMN LOWER COUPLING
2 ± POWER STEERING GEAR PINION SHAFT
3 ± ROLL PIN
4 ± ROLL PIN PUNCH
19 - 40 STEERINGPL
REMOVAL AND INSTALLATION (Continued)

TRANSAXLE
TABLE OF CONTENTS
page page
NV T350 (A-578) MANUAL TRANSAXLE........ 131TH AUTOMATIC TRANSAXLE.............. 54
NV T350 (A-578) MANUAL TRANSAXLE
TABLE OF CONTENTS
page page
GENERAL INFORMATION
NV T350 (A578) MANUAL TRANSAXLE.........1
TRANSAXLE IDENTIFICATION................2
FLUID REQUIREMENTS....................2
SPECIAL ADDITIVES.......................2
SEALANTS..............................2
GEAR RATIOS............................2
GEARSHIFT PATTERN......................3
DIAGNOSIS AND TESTING
COMMON PROBLEM CAUSES...............3
HARD SHIFTING..........................3
NOISY OPERATION........................3
SLIPS OUT OF GEAR......................3
LOW LUBRICANT LEVEL....................4
FLUID LEAKS............................4
CLUTCH PROBLEMS.......................4
SERVICE PROCEDURES
FLUID DRAIN AND FILL.....................4
REMOVAL AND INSTALLATION
GEARSHIFT KNOB........................4
GEARSHIFT BOOT........................5
GEARSHIFT CABLE ASSEMBLY..............6
GEARSHIFT MECHANISM REPLACEMENT......9
VEHICLE SPEED SENSOR AND DRIVE
PINION...............................11
BACK-UP LAMP SWITCH...................12CROSSOVER LEVER......................12
SELECTOR LEVER.......................12
AXLE SHAFT SEALS......................13
SHIFT SHAFT SEALS......................13
TRANSAXLE............................14
DISASSEMBLY AND ASSEMBLY
TRANSAXLE............................18
INPUT SHAFT...........................31
OUTPUT SHAFT.........................36
DIFFERENTIAL..........................36
SYNCHRONIZER.........................41
SHIFT RAILS OVERHAUL..................42
TRANSAXLE CASE OVERHAUL..............42
CLEANING AND INSPECTION
TRANSAXLE............................48
SYNCHRONIZER.........................48
ADJUSTMENTS
GEARSHIFT CROSSOVER CABLE...........49
BEARING ADJUSTMENT PROCEDURE........50
DIFFERENTIAL BEARING PRELOAD
ADJUSTMENT..........................50
SPECIFICATIONS
NV T350 (A-578) SPECIFICATIONS...........51
SPECIAL TOOLS
NV T350 (A-578) MANUAL TRANSAXLE........52
GENERAL INFORMATION
NV T350 (A578) MANUAL TRANSAXLE
The NV T350 (A-578) transaxle is a fully synchro-
nized (except reverse), constant-mesh transaxle. The
transaxle case is constructed of die-cast aluminum,
and is a two-piece design (bell housing case half and
rear housing case half) with a steel end plate bearing
cover. All forward gears are in constant-mesh witheach other, which eliminates the need to move gears
together for engagement. This feature improves
response and eliminates gear ªclashº noises. The
reverse idler gear is supported and rotates on a spin-
dle idler shaft. Depending on application, a reverse
gear brake/blocking ring is available on some units
for shifting ease.
The NV T350 (A-578) transaxle also incorporates an
open differential, which converts power from the output
shaft pinion gear to the differential ring gear. The dif-
PLTRANSAXLE 21 - 1

ferential case transfers torque from the ring gear to the
drive axles by means of differential side gears.
The NV T350 (A-578) transaxle internal components
can only be serviced by separating the case halves.
CAUTION: The transaxle output shaft is serviced as
a unit. No disassembly and reassembly is possible.
Damage to the transaxle may result.
TRANSAXLE IDENTIFICATION
The transaxle model, part number, build sequence
and date are shown on a bar code label that is
attached to the front of the transaxle. This informa-
tion is also shown on a metal I.D. tag that is
attached to the end cover of the transaxle (Fig. 1).
NOTE: Transaxles use various final drive gear
ratios in different vehicle applications. Therefore, it
is necessary that the correct transaxle assembly
number is used when ordering service parts.
NOTE: There are three different versions of this
transaxle. There are no external differences
between the models. Refer to the identification tag
on the transaxle to determine which transaxle the
vehicle is equipped with.
FLUID REQUIREMENTS
NV T350 (A-578) transaxles use MopartManual
Transaxle Lubricant (MS-9417).Hypoid gear lube,
engine oil, and/or automatic transmission fluid
should not be used in this transaxle.Hard shift-
ing effort, bearing, gear, and/or synchronizer failure
may occur if incorrect fluid is used.
SPECIAL ADDITIVES
The addition of any fluids to the transaxle, other
than the fluid listed above, is not recommended. 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.
SEALANTS
The sealant used to seal the transaxle case halves
and input bearing is MopartGasket Maker, Loctitet
518, or equivalent. The sealant used for the bearing
end plate cover is MopartRTV.
GEAR RATIOS
CAUTION: All gears and shafts must not be inter-
changed with other transaxles; they will not func-
tion correctly.The differential is a conventional arrangement of
gears that is supported by tapered roller bearings.
The final output gear turns the ring gear and differ-
ential assembly, thereby turning the drive axle
shafts.
All transaxles have a torque capacity of 136 lb. ft.
The gear ratios of each transaxle are shown in the
following chart. The chart also shows which transax-
les are available with the reverse±input shaft brake.
This brake allows easier shifting into reverse and
helps eliminate reverse gear clash.
Fig. 1 NV T350 (A-578) Transaxle Identification
1 ± LAST 3 DIGITS OF PART #
2 ± DATE CODE
3 ± PRODUCTION LINE SEQUENCE CODE
4 ± FULL PART #
5 ± END COVER
6 ± METAL TAG
7 ± NVG MODEL #
8 ± LABEL
21 - 2 TRANSAXLEPL
GENERAL INFORMATION (Continued)

ENGINE 2.0 SOHC EUROPE AND
U. S.1.8 BUX or 2.0L SALES
CODE ACR1.8 RIGHT HAND DRIVE
ONLY
GEAR
1st 3.54 3.54 3.54
2nd 2.13 2.13 2.13
3rd 1.36 1.36 1.36
4th 1.03 1.03 1.03
5th 0.72 0.81 0.81
FINAL DRIVE 3.55 3.94 3.94
REVERSE BRAKE NO YES YES
CLUTCH RELEASE
SYSTEMCABLE CABLE HYDRAULIC
GEARSHIFT PATTERN
The NV T350 (A-578) transaxle shift pattern is a
modified H±pattern (Fig. 2). Overdrive fifth and
reverse gears are in±line and outboard of the first
through fourth gear positions.
DIAGNOSIS AND TESTING
COMMON PROBLEM CAUSES
The majority of transaxle malfunctions are a result
of:
²Insufficient lubrication
²Incorrect lubricant
²Misassembled or damaged internal components
²Improper operation
HARD SHIFTING
Hard shifting may be caused by a misadjusted
crossover cable. If hard shifting is accompanied by
gear clash, synchronizer clutch and stop rings, or
gear teeth may be worn or damaged.Misassembled synchronizer components also cause
shifting problems. Incorrectly installed synchronizer
sleeves, struts, or springs can cause shift problems.
NOISY OPERATION
Before removing a transaxle to diagnose and repair
a noisy condition, verify the correct level and type of
fluid is installed in the transaxle. Abnormal wear
and damage to the internal components is frequently
the end result of insufficient/improper lubricant.
Refer to Fluid Requirements in this group.
Transaxle noise is most often a result of worn or
damaged components. Chipped, pitted, spalled and
broken gears or synchronizer teeth can cause noise.
Brinnelled or spalled bearings will generate noise.
Improperly assembled (missing, loose, or improp-
erly installed parts, etc) transaxles are likely to gen-
erate abnormal noise.
Squealing noises are commonly caused by defective
clutch release bearings and the reverse brake (if
equipped). Inspect the bearing cage and reverse cone
for signs of heat damage.
Gear rattle, gear clash, hard shifts, and premature
clutch disc wear can result from misalignment of the
transmission to the engine. Inspect for excessive
clutch dust in the clutch housing and oblonged
(mushroomed) dowel holes.
SLIPS OUT OF GEAR
Transaxle disengagement may be caused by mis-
aligned or damaged shift components, manufacturing
burrs on the gear teeth, or worn teeth on the drive
gears or synchronizer components. Incorrect assem-
bly, such as missing snap rings, also causes gear dis-
engagement.
Fig. 2 NV T350 (A-578) Shift Pattern
PLTRANSAXLE 21 - 3
GENERAL INFORMATION (Continued)

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)