A Shop Manual
A Shop Manual
A Shop Manual
INDEX
page page
GENERAL INFORMATION
The electronic four-speed FWD transaxle uses fully-
adaptive controls. Adaptive controls are those which
perform their functions based on real-time feedback
sensor information. The transaxle uses hydraulically
applied clutches to shift a planetary gear train.
OPERATION
The transaxle provides forward ratios of 2.84, 1.57, Fig. 1 Identification Tag Location
1.00, and 0.69 with torque converter lockup available
CLUTCH AND GEAR
in 2nd, direct, or overdrive gear; the Reverse ratio is
The transaxle consists of:
2.21. The shift lever is conventional with six posi-
tions: P, R, N, OD, 3, and L. When OD is selected the • Three multiple disc input clutches
transaxle shifts normally through all four speeds with • Two multiple disc grounded clutches
lockup in overdrive; this position is recommended for • Four hydraulic accumulators
most driving. The 3 position is tailored for use in hilly • Two planetary gear sets
or mountainous driving. When 3 is selected, the This provides four forward ratios and a reverse
transmission uses only 1st, 2nd, and direct gears with ratio. The clutch-apply pistons were designed with
2nd-direct shift delayed to 40 mph or greater. When centrifugally balanced oil cavities so that quick re-
operating in 3 or L positions torque converter lockup sponse and good control can be achieved at any speed.
occurs in direct gear for improved transmission cool- A push/pull piston is incorporated for two of the three
ing under heavy loads. If high engine coolant tem- input clutches.
perature occurs, the torque converter will also lock up
in 2nd gear. The L position provides maximum engine CAUTION: Some clutch packs appear similar, but
braking for descending steep grades. Unlike most cur- they are not the same. Do not interchange clutch
rent transaxles, upshifts are provided to 2nd or direct components as they might fail.
gear at peak engine speeds if the accelerator is de-
pressed. This provides engine over-speed protection
and maximum performance.
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TRANSAXLE
Ä
HYDRAULICS ELECTRONICS
The hydraulics of the new transaxle provide the The electronic control unit is located underhood in a
manual shift lever select function, main line pressure potted, die-cast aluminum housing with a sealed, 60-
regulation, and torque converter and cooler flow con- way connector.
trol. Oil flow to the friction elements is controlled
directly by four solenoid valves. The hydraulics also ADAPTIVE CONTROLS
include a unique logic-controlled ‘‘solenoid lock-up These controls function by reading the input and
control valve’’. This valve locks out the 1st gear reac- output speeds over 140 times a second and respond-
tion element with the application of 2nd, direct, or ing to each new reading. This provides the precise
overdrive gear elements. It also redirects the 1st gear and sophisticated friction element control needed to
solenoid output so that it can control torque converter make smooth clutch-to-clutch shifts for all gear
changes. The use of overrunning clutches or other
lockup operation. To regain access to 1st gear, a spe-
shift quality aids are not required. As with most
cial sequence of solenoid commands must be used to
automatic transaxles, all shifts involve releasing one
unlock and move the solenoid lock-up control valve.
element and applying a different element. In simpli-
This precludes any application of the 1st gear reac-
fied terms, the upshift logic allows the releasing ele-
tion element with other elements applied, unless spe- ment to slip back wards slightly to ensure that it does
cifically commanded the controller. It also allows one not have excess capacity; the apply element is filled
solenoid to control two friction elements. until it begins to make the speed change to the higher
Small, high-rate accumulators are provided in each gear; its apply pressure is then controlled to maintain
controlled friction element circuit. These serve to ab- the desired rate of speed change until the shift is
sorb the pressure responses, and allow the controls to complete. The key to providing excellent shift quality
read and respond to changes that are occurring. is precision; for example, as mentioned, the release
element for upshifts is allowed to slip backwards
SOLENOIDS slightly; the amount of that slip is typically less than
Since the solenoid valves perform virtually all con- a total of 20 degrees. To achieve that precision, the
trol functions, these valves must be extremely du- controller learns the characteristics of the particular
rable and tolerant of normal dirt particles. For that transaxle that it is controlling. It learns the release
reason hardened-steel poppet and ball valves are rate of the releasing element and the apply time of
used. These are free from any close operating clear- the applying element. It also learns the rate at which
ances, and the solenoids operate the valves directly the apply element builds pressure sufficient to begin
without any intermediate element. Direct operation making the speed change. This method achieves more
means that these units must have very high output so precision than would be possible with exacting toler-
that they can close against the sizeable flow areas ances. It can also adapt to any changes that occur
and high line pressures. Fast response is also re- with age or environment, for example, altitude, tem-
quired to meet the control requirements. perature, engine output, etc.
Two of the solenoids are normally-venting and two For kickdown shifts, the control logic allows the
are normally-applying; this was done to provide a releasing element to slip and then controls the rate at
default mode of operation. With no electrical power, which the input (and engine) accelerate; when the
the transmission provides 2nd gear in OD, 3, or L lower gear speed is achieved, the releasing element
shift lever positions. All other transmission lever posi- reapplies to maintain that speed until the apply ele-
tions will operate normally. The choice of 2nd gear ment is filled. This provides quick response since the
engine begins to accelerate immediately and a smooth
was made to provide adequate breakaway perfor-
torque exchange since the release element can control
mance while still accommodating highway speeds.
the rate of torque increase. This control can make any
SENSORS powertrain feel more responsive without in creasing
There are three pressure switches to identify sole- harshness.
Adaptive controls respond to input speed changes.
noid application and two speed sensors to read input
They compensate for changes in engine or friction
(torque converter turbine) and output (parking sprag)
element torque and provide good, consistent shift
speeds. There is also a position switch to indicate the
quality for the life of the transaxle.
manual shift lever position. The pressure switches
are incorporated in an assembly with the solenoids. ON-BOARD DIAGNOSTICS
Engine speed, throttle position, temperature, etc., are These controls provide comprehensive, on—board
also observed. Some of these signals are read directly transaxle diagnostics. The information available can
from the engine control sensors; others are read from aid in transaxle diagnosis. For example, apply ele-
a multiplex circuit with the engine controller. ment buildup rate indicates solenoid performance.
Also included are self diagnostic functions. Self diag-
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nostics allow the technician to test the condition of Transaxle malfunctions may be caused by these
the electronic controls. The controller continuously general conditions:
monitors its critical functions, records any malfunc- • Poor engine performance
tions, and the number of engine starts since the last • Improper adjustments
malfunction. This allows the technician to use the • Hydraulic malfunctions
information in the event of a customer complaint. • Mechanical malfunctions
• Electronic malfunctions
TRANSAXLE GENERAL DIAGNOSIS Diagnosis of these problems should always begin by
checking the easily accessible variables: fluid level
CAUTION: Before attempting any repair on a Elec- and condition, gearshift cable adjustment. Then per-
tronic Automatic Transaxle (EATX), check for fault form a road test to determine if the problem has been
codes with the DRB II. Always use the Powertrain corrected or that more diagnosis is necessary. If the
Diagnostic Test Procedure Manual. problem exists after the preliminary tests and correc-
tions are completed, hydraulic pressure checks should
be performed.
The process of elimination can be used to detect any (3) Allow vehicle wheels to turn and increase
unit which slips and to confirm proper operation of throttle opening to achieve an indicated vehicle speed
good units. Road test analysis can usually diagnose of 30 mph.
slipping units, but the actual cause of the malfunction (4) Underdrive clutch pressure should read 110 to
usually can not be decided. Practically any condition 145 psi.
can be caused by leaking hydraulic circuits or sticking (5) This test checks the underdrive clutch hydraulic
valves. circuit as well as the shift schedule.
(5) This test checks the reverse clutch hydraulic OVERDRIVE CLUTCH
circuit. Apply air pressure to the overdrive clutch apply
passage and watch for the push/pull piston to move
TEST RESULT INDICATIONS forward. The piston should return to its starting posi-
(1) If proper line pressure is found in any one test, tion when the air pressure is removed.
the pump and pressure regulator are working prop-
erly.
(2) Low pressure in all positions indicates a defec-
tive pump, a clogged filter, or a stuck pressure regula-
tor valve.
(3) Clutch circuit leaks are indicated if pressures
do not fall within the specified pressure range.
(4) If the overdrive clutch pressure is greater than
5 psi in step (6) of Test Three, a worn reaction shaft
seal ring is indicated.
High oil level can result in oil leakage out the vent
in the manual shaft. If the fluid level is high, adjust
to proper level.
After performing this operation, inspect for leakage.
If a leak persists, perform the following operation on
the vehicle to determine if it is the torque converter
or transaxle that is leaking.
(4) Fluid leakage due to case or front pump housing CAUTION: Prevent manual shaft rotation during in-
porosity. stallation and removal.
TORQUE CONVERTER LEAKAGE (2) With rotary motion, install converter hub seal
Possible sources of torque converter leakage are: cup over input shaft, and through the converter hub
• Torque converter weld leaks at the out side (pe- seal until the cup bottoms against the pump gear
ripheral) weld. lugs. Secure with cup retainer strap using starter
• Torque converter hub weld. upper hole and opposite bracket hole.
Hub weld is inside and not visible. Do not (3) Attach and clamp hose from nozzle of Tool
attempt to repair. Replace torque converter. C-4080 to the upper cooler line fitting position in
If the torque converter on a Imperial or 5th case.
Avenue (AY body) must be replaced, refer to
Torque Converter Clutch Break-in Procedure in CAUTION: Do not, under any circumstances, pres-
this section. This procedure will reset the EATX surize a transaxle to more than 10 psi.
controller break-in status. Failure to perform
(4) Pressurize the transaxle using Tool C-4080 until
this procedure may cause transaxle shutter.
the pressure gauge reads 8 psi. Position transaxle so
AIR PRESSURE TEST OF TRANSAXLE that pump housing and case front may be covered
Fabricate equipment needed for test as shown in with soapy solution of water. Leaks are sometimes
Figures 5 and 6. caused by porosity in the case or pump housing.
If a leak source is located, that part and all associ-
ated seals, O-rings, and gaskets should be replaced
with new parts.
SOLENOID ASSEMBLY-REPLACE
Fig. 3 Sound Cover
CAUTION: Switch seal washer must be seated prop- CAUTION: When disconnecting speed sensor con-
erly before tightening switch. Failure to do so may nector, be sure that the weather seal does not fall
off or remain in old sensor.
result in leakage of transmission fluid (Fig. 6).
The output speed sensor is located to the left of the
manual shift lever.
The current break-in status stored in the EATX con- CLUTCH ARE YOU SURE ?’’. Press the enter key on
troller will have to be reset to the start of break-in the DRB II key pad. The DRB II will then carry out
with the DRB II. the reset command.
If a new EATX controller is put on the vehicle, the (10) After the DRB II has completed the reset com-
status will be at the start of break-in. This status is mand a screen will appear that says ‘‘LU Clutch
acceptable regardless of the mileage on the torque Break-in Status has been RESET to Start’’. This
converter. No modification of the break-in status is screen will indicate that the reset procedure has been
required. successfully completed.
To properly service these vehicles, it is necessary to (11) Disconnect the DRB II from the blue CCD Bus
use a DRB II to read or reset the break-in status. connector.
Perform the following steps with the DRB II to reset
TRANSAXLE RECONDITION
the break-in status: Tag all clutch pack assemblies, as they are
(1) Plug the DRB II into the blue CCD Bus connec- removed, for reassembly identification.
tor. The connector is located under the instrument
panel on the drivers side of the vehicle. CAUTION: Do not intermix clutch discs or plates as
(2) Insert the 1992 DRB II cartridge into the DRB the unit might then fail.
II.
(3) The red and green lights on the DRB II will
light up and then begin flashing. Wait until the lights
stop flashing before continuing with this procedure.
(4) Press the number 4 key (Select System) on the
DRB II key pad. Item number 4 will not appear on
the DRB II screen unless you scroll down. It is not
necessary to scroll down to be able to choose item 4.
(5) Press the number 2 on the DRB II key pad
(Transmission).
(6) Press the number 1 on the DRB II key pad
(EATX). Wait for the DRB II to perform the following
three tests before continuing (These tests are done
automatically by the DRB II).
• Bus Test
• Initialize
• Controller Part Number Fig. 1 Oil Pan Bolts
(7) Press the number 5 on the DRB II key pad
(Adjustments).
(8) Press the number 1 on the DRB II key pad
(Reset LU Clutch). The DRB II will display one of
three screens.
(a) LU Clutch Break-in Status: Start
(b) LU Clutch Break-in Status: In-progress
Press ENTER to Reset Break-in status
(c) LU Clutch Break-in Status: Complete Press
ENTER to Reset Break-in status
If screen (a) appears, the controller is at the begin-
ning of its break-in program. No further action is
required.
If screen (b) appears, the controller is in the middle
of a its break-in program. Press the enter key on the
DRB II key pad to return the status to the start of
break-in. Fig. 2 Oil Pan
If screen (c) appears, the controller has completed
its break-in status program. Press the enter key on
the DRB II key pad to return the status to the start of
break-in.
(9) After pressing the enter key a second time in
step 8 a screen will appear that says ‘‘RESET LU
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Fig. 5 Push Park Rod Rollers from Guide Bracket Fig. 8 Accumulators
Ä TRANSAXLE 21 - 105
Fig. 38 Low/Reverse Clutch Pack Fig. 41 Remove Transfer Shaft Gear Nut
Tag low/reverse clutch pack for reassembly
identification.
Fig. 45 Tighten Nut to 271 NIm (200 Ft. Lbs.) Fig. 48 Remove Transfer Shaft Bearing Cone
Fig. 51 Install New Bearing Cup Fig. 54 Remove Transfer Shaft Bearing Cone
Fig. 52 Transfer Shaft Bearing Snap Ring Fig. 55 Install Bearing Cone
Ä TRANSAXLE 21 - 113
Fig. 62 Output Gear and (Select) Shim Fig. 65 Rear Carrier Assembly
Fig. 63 Remove Bearing Cone Fig. 66 Remove Rear Carrier Bearing Cone
Fig. 68 Low/Reverse Spring Compressor Tool Fig. 71 Low/Reverse Piston Return Spring
Fig. 86 Checking Output Gear Bearings Turning Fig. 88 Check 2/4 Clutch Clearance
Torque tions, the clutch is not assembled properly. There is
no adjustment for the 2/4 clutch clearance.
Press down clutch pack with finger and zero dial CAUTION: Be sure to reinstall O-ring on oil pump
indicator. The 2/4 clutch pack clearance is 0.76 to after selecting the proper No. 4 thrust plate.
2.64mm (.030 to .104 inch). If not within specifica-
Ä TRANSAXLE 21 - 119
INPUT CLUTCHES-RECONDITION
DISASSEMBLY
ASSEMBLY
Use petrolatum on all seals to ease assembly of
components.
Fig. 4 Install Snap Ring Fig. 7 Input Hub Tapered Snap Ring
Fig. 6 Install Input Shaft Hub Assembly Fig. 9 Seal Compressor Tool 5067
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Fig. 10 UD Return Spring and Retainer Fig. 13 UD Clutch Flat Snap Ring
CAUTION: Compress return spring just enough to
remove or install snap ring.
Fig. 16 Tapered Snap Ring Fig. 19 Use Hook Tool to Raise One Clutch Disc
Snap ring ends must be located within one Underdrive clutch pack clearance must be
finger of the input clutch hub. Be sure that snap 0.91 to 1.47mm (.036 to .058 inch). Select the
ring is fully seated, by pushing with screw- proper reaction plate to achieve specifications:
driver, into snap ring groove all the way UNDERDRIVE REACTION PLATE CHART
around.
Fig. 21 Install Waved Snap Ring Fig. 24 Install Flat Snap Ring
Fig. 27 Install Reaction Plate Fig. 30 Check Reverse Clutch Pack Clearance
The reverse clutch pack clearance is 0.76 to
1.24mm (.030 to .049 inch). Select the proper re-
verse clutch snap ring to achieve specifications:
REVERSE CLUTCH SNAP RING CHART
Fig. 32 Install Underdrive Shaft Assembly Fig. 35 Install Overdrive Shaft Assembly
Now that both shaft assemblies and thrust washers
are properly installed, reinstall overdrive clutch and
reverse clutch as shown in Figures 20 through 28.
Rechecking these clutch clearances is not nec-
essary, as they were set and approved previ-
ously.
Fig. 2 Oil Pan Fig. 5 Push Park Rod Rollers from Guide Bracket
Fig. 7 Valve Body Removed Fig. 10 Transfer Plate and Separator Plate
Fig. 9 Retaining Plate Screw Fig. 12 Ball Check and Retainer Locations
Ä
TRANSAXLE
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Fig. 2 Install New Seal Into Extension Fig. 5 Differential Retainer Bolts
If end play is too high, install a .04 mm (.0016 BEARING SHIM CHART
inch) thinner shim. If end play is too low, install
a .04 mm (.0016 inch) thicker shim combination.
Repeat until .05 to .10 mm (.002 to .004 inch) end
play is obtained.
Ä TRANSAXLE 21 - 143
INDEX
page page
cal power is taken away from the transaxle. When The DRB II operates by communicating with the
this happens, the only transaxle ranges that will controller of the vehicle system being tested. To com-
function are: municate with the EATX controller, the DRB II must
• Park be connected to the blue CCD bus connector located
• Neutral under the instrument panel. Refer to the ‘‘Using the
• Reverse DRB II’’ manual or the Diagnostic Procedures Manual
• Second Gear for information on how to use the DRB II.
No upshifts or downshifts are allowed while in the
Limp-in mode. The position of the manual valve alone FAULT CODE CHARTS
allows the three ranges that are available. Below is a brief description of what each section of
Although engine performance will be reduced while the fault code charts are addressing.
in this mode, the vehicle can be driven in for service. • FAULT CODE-Tells the code number and name
(as shown on the DRBII).
DRB II (DIAGNOSTIC READ-OUT BOX) • BACKGROUND-A brief description of the circuit
The DRB II is a diagnostic read-out box designed by that the controller is monitoring.
Chrysler to gain access to the on-board diagnostics • WHEN CHECKED-The point of time or condition
that are found on all Chrysler-built cars and trucks. when the controller makes it’s system check.
The DRB II has a few diagnostic capabilities by • ARMING CONDITIONS-The parameters that
itself. To perform most diagnostic tests, a program must be met before a code can be set.
cartridge must be inserted. It contains the diagnostic • FAULT CONDITION-What the controller saw
test programs. that is determined to be a problem. (ie. voltage to
There are diagnostic read-out boxes available from high or low, switch/solenoid problems)
other manufactures that can be used on Chrysler • FAULT SET TIME-Refers to the amount of time
vehicles. However, the diagnostic test procedures in (in seconds) a failure must occur before a fault code is
this manual have been designed for use with the set in memory.
Chrysler’s DRB II diagnostic readout box. • EFFECT-Refers to how the fault effects transaxle
operations.
• POSSIBLE CAUSE-Refers to the systems or cir-
cuits which could cause the fault to be recorded.
FAULT CODE 11
Ä TRANSAXLE 21 - 145
FAULT CODE 12
FAULT CODE 13
21 - 146 TRANSAXLE Ä
FAULT CODE 14
FAULT CODE 15
Ä TRANSAXLE 21 - 147
FAULT CODE 16
FAULT CODE 17
21 - 148 TRANSAXLE Ä
FAULT CODE 18
FAULT CODE 19
Ä TRANSAXLE 21 - 149
FAULT CODE 20
21 - 150 TRANSAXLE Ä
FAULT CODE 28
21 - 152 TRANSAXLE Ä
FAULT CODE 29
FAULT CODE 36
FAULT CODE 37
21 - 154 TRANSAXLE Ä
FAULT CODE 38
Ä TRANSAXLE 21 - 155
FAULT CODE 45
FAULT CODE 46
Ä TRANSAXLE 21 - 157
FAULT CODE 47
21 - 158 TRANSAXLE Ä
CONVERSION CHART