42LE (606) Repair Manual

LH 42LE TRANSAXLE 21 - 1
42LE TRANSAXLE
TABLE OF CONTENTS
page page
DESCRIPTION AND OPERATION FLUID DRAIN AND REFILL-DIFFERENTIAL

42LE TRANSAXLE . . . . . . . . . . . . . . . . . . . . . . . . 2 SUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
FLUID REQUIREMENT . . . . . . . . . . . . . . . . . . . . . 4 ALUMINUM THREAD REPAIR . . . . . . . . . . . . . . 31
TORQUE CONVERTER . . . . . . . . . . . . . . . . . . . . . 4 FLUSHING COOLERS AND TUBES. . . . . . . . . . . 31
OIL PUMP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 OIL PUMP VOLUME CHECK. . . . . . . . . . . . . . . . 32
VALVE BODY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 TRANSAXLE QUICK LEARN PROCEDURE . . . . . 33
ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . 7 PINION FACTOR PROCEDURE . . . . . . . . . . . . . . 33
INPUT CLUTCHES . . . . . . . . . . . . . . . . . . . . . . . . 8 REMOVAL AND INSTALLATION
HOLDING CLUTCHES . . . . . . . . . . . . . . . . . . . . . . 9 GEARSHIFT CABLE–COLUMN SHIFT . . . . . . . . . 33
PLANETARY GEARTRAIN . . . . . . . . . . . . . . . . . . 10 GEARSHIFT CABLE–FLOOR SHIFT. . . . . . . . . . . 36
DIFFERENTIAL . . . . . . . . . . . . . . . . . . . . . . . . . . 10 FLOOR SHIFTER . . . . . . . . . . . . . . . . . . . . . . . . . 38
TRANSMISSION CONTROL MODULE . . . . . . . . 10 INTERLOCK CASSETTE . . . . . . . . . . . . . . . . . . . 39
TRANSMISSION CONTROL RELAY . . . . . . . . . . 13 BRAKE TRANSMISSION SHIFT INTERLOCK
SOLENOID/PRESSURE SWITCH ASSEMBLY . . . 14 SOLENOID (COLUMN). . . . . . . . . . . . . . . . . . . 40
TRANSMISSION RANGE SENSOR . . . . . . . . . . . 15 BRAKE/TRANSMISSION SHIFT INTERLOCK
SHIFT POSITION INDICATOR . . . . . . . . . . . . . . . 16 CABLE (FLOOR). . . . . . . . . . . . . . . . . . . . . . . . 43
INPUT SPEED SENSOR . . . . . . . . . . . . . . . . . . . 16 TRANSMISSION RANGE SENSOR . . . . . . . . . . . 45
OUTPUT SPEED SENSOR. . . . . . . . . . . . . . . . . . 17 INPUT SPEED SENSOR . . . . . . . . . . . . . . . . . . . 46
BRAKE TRANSMISSION SHIFT INTERLOCK OUTPUT SPEED SENSOR. . . . . . . . . . . . . . . . . . 46
SYSTEM (FLOOR SHIFT). . . . . . . . . . . . . . . . . 18 TRANSMISSION CONTROL MODULE . . . . . . . . 47
BRAKE TRANSMISSION SHIFT INTERLOCK TRANSMISSION CONTROL RELAY . . . . . . . . . . 48
SYSTEM (COLUMN SHIFT) . . . . . . . . . . . . . . . 18 SOLENOID/PRESSURE SWITCH ASSEMBLY . . . 48
AUTOSTICK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 VALVE BODY. . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
DIAGNOSIS AND TESTING TRANSAXLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
42LE GENERAL DIAGNOSIS. . . . . . . . . . . . . . . . 20 OIL PUMP SEAL REPLACEMENT. . . . . . . . . . . . 52
ROAD TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 TRANSFER SHAFT SEAL REPLACEMENT . . . . . 53
HYDRAULIC PRESSURE TESTS. . . . . . . . . . . . . 21 LONG STUB SHAFT SEAL REPLACEMENT . . . . 54
CLUTCH AIR PRESSURE TESTS . . . . . . . . . . . . 23 SHORT STUB SHAFT SEAL REPLACEMENT . . . 55
FLUID LEAKAGE . . . . . . . . . . . . . . . . . . . . . . . . . 24 DISASSEMBLY AND ASSEMBLY
FLUID LEAKAGE-TORQUE CONVERTER VALVE BODY. . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
HOUSING AREA. . . . . . . . . . . . . . . . . . . . . . . . 25 TRANSAXLE—DISASSEMBLY . . . . . . . . . . . . . . 65
BRAKE/TRANSMISSION SHIFT INTERLOCK OIL PUMP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
SYSTEM (COLUMN SHIFT) . . . . . . . . . . . . . . . 26 INPUT CLUTCH ASSEMBLY . . . . . . . . . . . . . . . . 84
BRAKE/TRANSMISSION SHIFT INTERLOCK TRANSAXLE—ASSEMBLY . . . . . . . . . . . . . . . . 101
SYSTEM (FLOOR SHIFT). . . . . . . . . . . . . . . . . 27 DIFFERENTIAL RECONDITION . . . . . . . . . . . . . 119
SHIFT POSITION INDICATOR . . . . . . . . . . . . . . . 28 CLEANING AND INSPECTION
AUTOSTICK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 TRANSFER CHAINS LENGTH
SERVICE PROCEDURES MEASUREMENT . . . . . . . . . . . . . . . . . . . . . . 140
FLUID LEVEL AND CONDITION CHECK . . . . . . . 29 ADJUSTMENTS
FLUID AND FILTER SERVICE— GEARSHIFT CABLE–COLUMN SHIFT . . . . . . . . 141
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . 29 GEARSHIFT CABLE–FLOOR SHIFT. . . . . . . . . . 141
21 - 2 42LE TRANSAXLE LH
BRAKE/TRANSMISSION SHIFT INTERLOCK SCHEMATICS AND DIAGRAMS

(FLOOR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142 42LE TRANSAXLE HYDRAULIC SCHEMATICS. 146
AUTOSTICK. . . . . . . . . . . . . . . . . . . . . . . . . . . . 143 SPECIFICATIONS
BEARING ADJUSTMENT PROCEDURES . . . . . 143 42LE AUTOMATIC TRANSAXLE . . . . . . . . . . . . 159
MASTER SHIM CHART. . . . . . . . . . . . . . . . . . . 143 42LE TRANSAXLE TORQUE SPECIFICATIONS. 159
DRIVE SPROCKET HEIGHT ADJUSTMENT SPECIAL TOOLS
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . 145 42LE AUTOMATIC TRANSAXLE . . . . . . . . . . . . 160
DESCRIPTION AND OPERATION

42LE TRANSAXLE
DESCRIPTION
Fig. 1 42LE Transaxle

DESCRIPTION AND OPERATION (Continued)
1 – DIFFERENTIAL 10 – 2/4 CLUTCH
2 – TRANSFER SHAFT 11 – REVERSE CLUTCH
3 – TRANSFER GEAR 12 – OVERDRIVE CLUTCH
4 – FRONT PLANETARY CARRIER 13 – UNDERDRIVE CLUTCH
5 – REAR PLANETARY CARRIER 14 – INPUT SPEED SENSOR
6 – OUTPUT SHAFT 15 – CONVERTER CLUTCH
7 – OUTPUT GEAR 16 – OIL PUMP
8 – OUTPUT SPEED SENSOR 17 – INPUT SHAFT
9 – LOW/REVERSE CLUTCH 18 – TORQUE CONVERTER
The 42LE (Fig. 1) is a four-speed transaxle that is For example, the identification code K 821 1125
a conventional hydraulic/mechanical assembly with 1316 can be broken down as follows:
an integral differential, and is controlled with adap- • K = Kokomo Transmission Plant
tive electronic controls and monitors. The hydraulic • 821 = Last three digits of the transaxle part
system of the transaxle consists of the transaxle number
fluid, fluid passages, hydraulic valves, and various • 1125 = Build date
line pressure control components. An input clutch • 1316 = Build sequence number
assembly which houses the underdrive, overdrive,
and reverse clutches is used. It also utilizes separate
holding clutches: 2nd/4th gear and Low/Reverse. The
primary mechanical components of the transaxle con-
sist of the following:
• Three multiple disc input clutches
• Two multiple disc holding clutches
• Four hydraulic accumulators
• Two planetary gear sets
• Hydraulic oil pump
• Valve body
• Solenoid/Pressure switch assembly
• Integral differential assembly
Control of the transaxle is accomplished by fully
adaptive electronics. Optimum shift scheduling is
accomplished through continuous real-time sensor Fig. 2 Transaxle Identification Label
feedback information provided to the Transmission 1 – INPUT SPEED SENSOR
Control Module (TCM). 2 – OUTPUT SPEED SENSOR
The TCM is the heart of the electronic control sys- 3 – IDENTIFICATION TAG
tem and relies on information from various direct
and indirect inputs (sensors, switches, etc.) to deter- If the tag is not legible or missing, the “PK” num-
mine driver demand and vehicle operating condi- ber, which is stamped into the transaxle case, can be
tions. With this information, the TCM can calculate referred to for identification. This number differs
and perform timely and quality shifts through vari- slightly in that it contains the entire transaxle part
ous output or control devices (solenoid pack, trans- number, rather than the last three digits.
mission control relay, etc.).
The TCM also performs certain self-diagnostic OPERATION
functions and provides comprehensive information Transmission output is directed to an integral dif-
(sensor data, DTC’s, etc.) which is helpful in proper ferential by a transfer gear system in the following
diagnosis and repair. This information can be viewed input-to-output ratios:
with the DRB scan tool.
First . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.84 : 1
TRANSAXLE IDENTIFICATION
Second . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.57 : 1
The 42LE transaxle identification code is a series
Third . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00 : 1
of digits printed on a bar-code label that is fixed to
Overdrive . . . . . . . . . . . . . . . . . . . . . . . . . . 0.69 : 1
the transaxle case as shown in (Fig. 2).
Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.21 : 1
FLUID REQUIREMENT TORQUE CONVERTER

NOTE: Refer to the maintenance schedules in DESCRIPTION
Group 0, Lubrication and Maintenance for the rec- The torque converter is located in the bellhousing
ommended maintenance (fluid/filter change) inter- area of the transaxle, between the engine and tran-
vals for this transaxle. saxle. The torque converter is a fluid coupling that
transmits torque from the engine drive plate to the
input shaft of the transaxle. The torque converter
NOTE: Refer to Service Procedures in this group
consists of four main components (Fig. 3) :
for fluid level checking procedures.
• Impeller
• Turbine
NOTE: The 42LE transaxle has separate transmis- • Stator
sion and differential oil sumps, each requiring dif- • Converter Clutch assembly
ferent fluids.
DESCRIPTION
TRANSMISSION
Mopart ATF+4 (Automatic Transmission Fluid-
Type 9602) is required in this transaxle. Substitute
fluids can induce torque converter clutch shudder.
Mopart ATF+4 (Automatic Transmission Fluid-
Type 9602) when new is red in color. The ATF is dyed
red so it can be identified from other fluids used in
the vehicle such as engine oil or antifreeze. The red
color is not permanent and is not an indicator of fluid
condition. As the vehicle is driven, the ATF will begin
to look darker in color and may eventually become
brown. This is normal. A dark brown/black fluid
accompanied with a burnt odor and/or deterioration
in shift quality may indicate fluid deterioration or
transmission component failure.
DIFFERENTIAL
The differential sump should be filled with Mopart
75W-90 hypoid gear lubricant. Synthetic gear lubri-
cants should be avoided.
FLUID ADDITIVES Fig. 3 Torque Converter Assembly

DaimlerChrysler strongly recommends against the 1 – TURBINE
2 – IMPELLER
addition of any fluids to the transmission, other than
3 – HUB
those automatic transmission fluids listed above.
4 – STATOR
Exceptions to this policy are the use of special dyes 5 – CONVERTER CLUTCH DISC
to aid in detecting fluid leaks. 6 – DRIVE PLATE
Various “special” additives and supplements exist
that claim to improve shift feel and/or quality. These
additives and others also claim to improve converter OPERATION
clutch operation and inhibit overheating, oxidation, The converter impeller (driving member), which is
varnish, and sludge. These claims have not been sup- integral to the converter housing and bolted to the
ported to the satisfaction of DaimlerChrysler and engine drive plate, rotates at engine speed. The con-
these additives must not be used. The use of trans- verter turbine (driven member), which reacts from
mission “sealers” should also be avoided, since they fluid pressure generated by the impeller, rotates and
may adversely affect the integrity of transmission turns the transmission input shaft.
seals. Torque is transmitted by fluid passing through
curved vanes in both the impeller and turbine. Since
the coupling is produced by transmission fluid, the clutch application. Partial EMCC operation is main-
turbine can slip or turn slower than the impeller. tained until Full EMCC is called for an actuated.
The stator contains a one-way overrunning clutch, During Partial EMCC some slip does occur. Partial
which free-wheels when the impeller and turbine are EMCC will usually occur at low speeds, low load and
rotating at the same speed. However, the stator stops light throttle situations.
when speed reduction or torque increase take place.
When the stator stops, it changes the direction of the FULL EMCC
fluid leaving the turbine vanes. This directs fluid During Full EMCC operation, the TCM increases
back into the impeller with greater force, resulting in the L/R Solenoid duty cycle to full ON after Partial
torque multiplication. EMCC control brings the engine speed within the
The torque converter clutch is hydraulically oper- desired slip range of transaxle input speed relative to
ated and controlled by the TCM. It consists of a pis- engine rpm.
ton and a frictional disc that form a direct
mechanical link between the impeller and turbine GRADUAL-TO-NO EMCC
when slippage is inefficient or unnecessary. This operation is to soften the change from Full or
The torque converter hub drives the transmission Partial EMCC to No EMCC. This is done at mid-
oil pump. throttle by decreasing the L/R Solenoid duty cycle.
ELECTRONICALLY MODULATED CONVERTER OIL PUMP

CLUTCH
In order to reduce heat build-up in the transmis- DESCRIPTION
sion and buffer the powertrain against torsional The oil pump is located in the pump housing inside
vibrations, the TCM can duty cycle the LR/CC sole- the bell housing of the transaxle case. The oil pump
noid to achieve a smooth application of the torque consists of an inner and outer gear, a housing, and a
converter clutch. This function, also referred as cover that also serves as the reaction shaft support.
“Electronically Modulated Converter Clutch (EMCC),
can occur at various times depending on the follow-
ing variables:
• Shift lever position
• Current gear range
• Transmission fluid temperature
• Engine coolant temperature
• Input speed
• Throttle angle
• Engine speed
The TCM controls the torque converter by way of
internal logic software. The programming of the soft-
ware provides the TCM with fine control over the
LR/CC solenoid. There are four output logic states
that can be applied as follows:
• No EMCC
• Partial EMCC
• Full EMCC
• Gradual-to-no EMCC
NO EMCC Fig. 4 Oil Pump Assembly

Under No EMCC conditions, the L/R Solenoid is 1 – PUMP HOUSING
OFF. There are several conditions that can result in 2 – OUTER PUMP GEAR
NO EMCC operations. No EMCC can be initiated 3 – INNER PUMP GEAR
4 – REACTION SHAFT SUPPORT
due to a fault in the transaxle or because the TCM
5 – SEAL RINGS (4)
does not see the need for EMCC under current driv-
6 – REACTION SHAFT
ing conditions. 7 – CRESCENT
PARTIAL EMCC
Partial EMCC operation modulates the L/R Sole-
noid (duty cycle) to obtain partial torque converter
OPERATION • Manual valve
As the torque converter rotates, the converter hub • Converter clutch switch valve
rotates the inner and outer gears. As the gears • Converter clutch control valve
rotate, the clearance between the gear teeth • Torque converter regulator valve
increases in the crescent area, and creates a suction • Low/Reverse switch valve
at the inlet side of the pump. This suction draws • Vent reservoir check valve
fluid through the pump inlet from the oil pan. As the In addition, the valve body also contains the ther-
clearance between the gear teeth in the crescent area mal valve, #2,3,4 & 5 check balls and the 2/4 accu-
decreases, it forces pressurized fluid into the pump mulator assembly. Refer to Valve Body Disassembly
outlet and to the valve body. & Assembly for the location of these components.
VALVE BODY OPERATION
DESCRIPTION NOTE: Refer to the Hydraulic Schematics for a

The valve body assembly (Fig. 5) consists of a cast visual aid in determining valve location, operation
aluminum valve body, a separator plate, and transfer and design.
plate. The valve body contains valves and check balls
that control fluid delivery to the torque converter REGULATOR VALVE
clutch, solenoid/pressure switch assembly, and fric- The regulator valve controls hydraulic pressure in
tional clutches. the transaxle. It receives unregulated pressure from
Also mounted to the valve body assembly are the the pump, which works against spring tension to
solenoid/pressure switch assembly and the transmis- maintain oil at specific pressures. A system of sleeves
sion range sensor (Fig. 5). and ports allows the regulator valve to work at one of
three predetermined pressure levels. Regulated oil
pressure is also referred to as “line pressure.”
SOLENOID SWITCH VALVE

The solenoid switch valve controls line pressure
from the LR/CC solenoid. In one position, it allows
the low/reverse clutch to be pressurized. In the other,
it directs line pressure to the converter control and
converter clutch valves.
MANUAL VALVE
The manual valve is operated by the mechanical
shift linkage. Its primary responsibility is to send
line pressure to the appropriate hydraulic circuits
and solenoids. The valve has three operating ranges
or positions.
CONVERTER CLUTCH SWITCH VALVE

The main responsibility of the converter clutch
switch valve is to control hydraulic pressure applied
to the front (off) side of the converter clutch piston.
Line pressure from the regulator valve is fed to the
Fig. 5 Valve Body Assembly torque converter regulator valve, where it passes
1 – SOLENOID/PRESSURE SWITCH ASSEMBLY
through the valve, and is slightly regulated. The
2 – TRS
pressure is then directed to the converter clutch
3 – TRANSFER PLATE
4 – SEPARATOR PLATE
switch valve and to the front side of the converter
5 – VALVE BODY clutch piston. This pressure pushes the piston back
and disengages the converter clutch.
The valves contained within the valve body include CONVERTER CLUTCH CONTROL VALVE
the following (Fig. 6): The converter clutch control valve controls the
• Regulator valve back (on) side of the torque converter clutch. When
• Solenoid switch valve the TCM energizes or modulates the LR/CC solenoid
Fig. 6 Valve Body—Exploded

1 – VALVE BODY 6 – MANUAL VALVE
2 – T/C REGULATOR VALVE 7 – CONVERTER CLUTCH SWITCH VALVE
3 – L/R SWITCH VALVE 8 – SOLENOID SWITCH VALVE
4 – VENT RESERVOIR CHECK VALVE 9 – REGULATOR VALVE
5 – CONVERTER CLUTCH CONTROL VALVE
to apply the converter clutch piston, both the con- vertent motion of the reverse/overdrive (push/pull)
verter clutch control valve and the converter control piston can be caused by the unbalanced centrifugal
valve move, allowing pressure to be applied to the forces in the reverse and overdrive chambers. By
back side of the clutch. linking the overdrive and reverse vents to the vent
reservoir at the manual valve, an equal residual
T/C REGULATOR VALVE pressure will be maintained, thus balancing the cen-
The torque converter regulator valve slightly regu- trifugal forces in the reverse and the overdrive cham-
lates the flow of fluid to the torque converter. bers.
LOW/REVERSE SWITCH VALVE ACCUMULATORS

The low/reverse clutch is applied from different
sources, depending on whether low (1st) gear or DESCRIPTION
reverse is selected. The low/reverse switch valve The 42LE underdrive, overdrive, low/reverse, and
alternates positions depending on from which direc- 2/4 clutch hydraulic circuits each contain an accumu-
tion fluid pressure is applied. By design, when the lator. An accumulator assembly typically consists of a
valve is shifted by fluid pressure from one channel, piston, seals, return spring(s), and a cover or plug
the opposing channel is blocked. The switch valve (Fig. 7).
alienates the possibility of a sticking ball check, thus The overdrive and underdrive accumulators are
providing consistent application of the low/reverse located within the transaxle case, and are retained
clutch under all operating conditions. by the valve body (Fig. 8).
The low reverse accumulator (Fig. 8) is also located
VENT RESERVOIR CHECK VALVE within the transaxle case, but the assembly is
The vent reservoir check valve is designed for retained by a cover and a snap-ring.
quick venting during garage shifts to prevent the
overdrive and reverse clutches from dragging. Inad-
Fig. 7 Accumulator Assembly—Typical

1 – ACCUMULATOR PISTON (UNDERDRIVE)
Fig. 9 2/4 Accumulator Assembly
2 – RETURN SPRINGS
1 – VALVE BODY
3 – SEAL RING
2 – RETAINER PLATE
4 – SEAL RING
3 – DETENT SPRING
4 – SPRINGS
5 – SEALS
6 – PISTON
INPUT CLUTCHES
DESCRIPTION
Three hydraulically applied input clutches are used
to drive planetary components. The underdrive, over-
drive, and reverse clutches are considered input
clutches and are contained within the input clutch
assembly (Fig. 10). The input clutch assembly also
contains:
• Input shaft
• Input hub
• Clutch retainer
• Underdrive piston
Fig. 8 Overdrive, Underdrive and Low/Reverse
• Overdrive/reverse piston
Accumulator Location
• Overdrive hub
1 – OVERDRIVE ACCUMULATOR LOCATION
2 – UNDERDRIVE ACCUMULATOR LOCATION
• Underdrive hub
3 – LOW/REVERSE ACCUMULATOR
OPERATION
The three input clutches are responsible for driving
(1) The 2/4 accumulator is located in the valve different components of the planetary geartrain.
body. It is retained by a cover and retaining screws
(Fig. 9). NOTE: Refer to the “Elements In Use” chart in
Diagnosis and Testing for a collective view of which
OPERATION clutch elements are applied at each position of the
The function of an accumulator is to cushion the selector lever.
application of a frictional clutch element. When pres-
surized fluid is applied to a clutch circuit, the appli-
cation force is dampened by fluid collecting in the UNDERDRIVE CLUTCH
respective accumulator chamber against the piston The underdrive clutch is hydraulically applied in
and spring(s). The intended result is a smooth, firm first, second, and third (direct) gears by pressurized
clutch application. fluid against the underdrive piston. When the under-
clutches and are contained at the rear of the tran-
saxle case. (Fig. 11).
Fig. 10 Input Clutch Assembly

1 – INPUT SHAFT
2 – UNDERDRIVE CLUTCH
3 – OVERDRIVE CLUTCH
Fig. 11 2/4 and Low/Reverse Clutches
4 – REVERSE CLUTCH
1 – FRONT PLANET CARRIER/REAR ANNULUS
5 – OVERDRIVE SHAFT
2 – 2/4 CLUTCH
6 – UNDERDRIVE SHAFT
3 – L/R CLUTCH
4 – REAR PLANET CARRIER/FRONT ANNULUS
drive clutch is applied, the underdrive hub drives the 5 – REAR SUN GEAR
rear sun gear. 6 – FRONT SUN GEAR ASSEMBLY
OVERDRIVE CLUTCH
OPERATION
The overdrive clutch is hydraulically applied in
third (direct) and overdrive gears by pressurized fluid NOTE: Refer to the “Elements In Use” chart in
against the overdrive/reverse piston. When the over- Diagnosis and Testing for a collective view of which
drive clutch is applied, the overdrive hub drives the clutch elements are applied at each position of the
front planet carrier. selector lever.
REVERSE CLUTCH
The reverse clutch is hydraulically applied in 2/4 CLUTCH
reverse gear only by pressurized fluid against the The 2/4 clutch is hydraulically applied in second
overdrive/reverse piston. When the reverse clutch is and fourth gears by pressurized fluid against the 2/4
applied, the front sun gear assembly is driven. clutch piston. When the 2/4 clutch is applied, the
front sun gear assembly is held or grounded to the
HOLDING CLUTCHES transaxle case.
DESCRIPTION LOW/REVERSE CLUTCH

Two hydraulically applied multi-disc clutches are The Low/Reverse clutch is hydraulically applied in
used to hold planetary geartrain components station- park, reverse, neutral, and first gears by pressurized
ary while the input clutches drive others. The 2/4 fluid against the Low/Reverse clutch piston. When
and Low/Reverse clutches are considered holding the Low/Reverse clutch is applied, the front planet
carrier/rear annulus assembly is held or grounded to
the transaxle case.
PLANETARY GEARTRAIN
DESCRIPTION
The planetary geartrain is located between the
input clutch assembly and the rear of the transaxle
case. The planetary geartrain consists of two sun
gears, two planetary carriers, two annulus (ring)
gears, and one output shaft (Fig. 12).
Fig. 13 Differential Assembly

1 – PINION GEAR
2 – RING GEAR
3 – SHORT STUB SHAFT
4 – DIFFERENTIAL CASE ASSEMBLY
5 – TRANSFER SHAFT
Fig. 12 Planetary Geartrain OPERATION

1 – FRONT SUN GEAR ASSEMBLY The differential assembly is driven by the transfer
2 – #6 THRUST BEARING shaft by way of the differential ring gear. The ring
3 – #7 THRUST BEARING gear drives the differential case, and the case drives
4 – REAR CARRIER FRONT ANNULUS ASSEMBLY
the driveshafts through the differential gears. The
5 – REAR SUN GEAR
differential pinion and side gears are supported in
6 – FRONT CARRIER REAR ANNULUS ASSEMBLY
7 – FRONT SUN GEAR
the case by thrust washers and a pinion shaft. Dif-
ferential pinion and side gears make it possible for
front tires to rotate at different speeds while corner-
OPERATION ing.
The planetary geartrain utilizes two planetary gear
sets that connect the transmission input shaft to the TRANSMISSION CONTROL MODULE
output shaft. Input and holding clutches drive or lock
different planetary members to change output ratio DESCRIPTION
or direction. The Transmission Control Module (TCM) is located
in the engine compartment on the left (driver’s) side
DIFFERENTIAL next to the Power Distribution Center (PDC) (Fig.
14).
DESCRIPTION
The 42LE differential is a conventional open OPERATION
design. It consists of a hypoid type ring and pinion The TCM is the controlling unit for all electronic
set, and a differential case. The differential case con- operations of the transaxle. The TCM receives infor-
sists of pinion and side gears, and a pinion shaft. The mation regarding vehicle operation from both direct
differential case is supported in the transaxle by and indirect inputs, and selects the operational mode
tapered roller bearings (Fig. 13). of the transaxle. Direct inputs are hard-wired to, and
used specifically by the TCM. Indirect inputs origi-
Based on the information received from these var-
ious inputs, the TCM determines the appropriate
shift schedule and shift points, depending on the
present operating conditions and driver demand.
This is possible through the control of various direct
and indirect outputs.
Some examples of TCM direct outputs are:
• Transmission Control Relay
• Solenoids (L/R, 2/4, OD and UD)
• Vehicle Speed (to PCM)
• Torque Reduction Request (to PCM)
Some examples of TCM indirect outputs are:
• Transmission Temperature (to PCM)
• PRNDL Position (to BCM)
• Autostick Display (to BCM)
In addition to monitoring inputs and controlling
outputs, the TCM has other important responsibili-
ties and functions:
• Storing and maintaining Clutch Volume Indices
(CVI)
• Storing and selecting appropriate Shift Sched-
ules
Fig. 14 Transmission Control Module Location • System self-diagnostics
(Typical) • Diagnostic capabilities (with DRB III scan tool)
1 – PDC
2 – PCM NOTE: If the TCM has been replaced, the “Quick
3 – TRANSMISSION CONTROL MODULE (TCM)
Learn Procedure” must be performed. Refer to
“Quick Learn Procedure” in Service Procedures of
nate from other components/modules, and are shared this group.
with the TCM via the PCI bus.
Some examples of direct inputs to the TCM are:
• Battery (B+) voltage CLUTCH VOLUME INDEX (CVI)
• Ignition “ON” voltage An important function of the TCM is to monitor
• Transmission Control Relay (Switched B+) Clutch Volume Index (CVI). CVIs represent the vol-
• Throttle Position Sensor ume of fluid needed to compress a clutch pack.
• Crankshaft Position Sensor (CKP) The TCM monitors gear ratio changes by monitor-
• Transmission Range Sensor (TRS) ing the Input and Output Speed Sensors. The Input,
• Pressure Switches (L/R, 2/4, OD) or Turbine Speed Sensor sends an electrical signal to
• Transmission Temperature Sensor (Integral to the TCM that represents input shaft rpm. The Out-
TRS) put Speed Sensor provides the TCM with output
• Input Shaft Speed Sensor shaft speed information.
• Output Shaft Speed Sensor By comparing the two inputs, the TCM can deter-
• TRS Hall Effect Switch (Autostick) mine transaxle gear position. This is important to
Some examples of indirect inputs to the TCM the CVI calculation because the TCM determines
are: CVIs by monitoring how long it takes for a gear
• Engine/Body Identification change to occur (Fig. 15).
• Manifold Pressure Gear ratios can be determined by using the DRB
• Target Idle Scan Tool and reading the Input/Output Speed Sen-
• Torque Reduction Confirmation sor values in the “Monitors” display. Gear ratio can
• Speed Control ON/OFF Switch be obtained by dividing the Input Speed Sensor value
• Engine Coolant Temperature by the Output Speed Sensor value.
• Ambient/Battery Temperature For example, if the input shaft is rotating at 1000
• Brake Switch Status rpm and the output shaft is rotating at 500 rpm,
• DRB Communication then the TCM can determine that the gear ratio is
2:1. In direct drive (3rd gear), the gear ratio changes
to 1:1. The gear ratio changes as clutches are applied
and released. By monitoring the length of time it
takes for the gear ratio to change following a shift
request, the TCM can determine the volume of fluid
used to apply or release a friction element.
The volume of transmission fluid needed to apply
the friction elements are continuously updated for
adaptive controls. As friction material wears, the vol-
ume of fluid need to apply the element increases.
Certain mechanical problems within the input
clutch assembly (broken return springs, out of posi-
tion snap rings, excessive clutch pack clearance,
improper assembly, etc.) can cause inadequate or out-
of-range element volumes. Also, defective Input/Out-
put Speed Sensors and wiring can cause these
conditions. The following chart identifies the appro-
priate clutch volumes and when they are monitored/
updated:
Fig. 15 Example of CVI Calculation

1 – OUTPUT SPEED SENSOR
2 – OUTPUT SHAFT
3 – CLUTCH PACK
5 – FRICTION DISCS
6 – INPUT SHAFT
7 – INPUT SPEED SENSOR
8 – PISTON AND SEAL
CLUTCH VOLUMES
When Updated Proper Clutch
Clutch
Shift Sequence Oil Temperature Throttle Angle Volume
2-1 or 3-1 coast
L/R > 70° < 5° 35 to 83
downshift
2/4 1-2 shift 20 to 77
5 - 54°
OD 2-3 shift > 110° 48 to 150
UD 4-3 or 4-2 shift > 5° 24 to 70
SHIFT SCHEDULES • Engine load

As mentioned earlier, the TCM has programming • Fluid temperature
that allows it to select a variety of shift schedules. • Software level
Shift schedule selection is dependent on the follow- As driving conditions change, the TCM appropri-
ing: ately adjusts the shift schedule. Refer to the follow-
• Shift lever position ing chart to determine the appropriate operation
• Throttle position expected, depending on driving conditions.
Schedule Condition Expected Operation

Extreme Cold Oil temperature at start-up below Park, Reverse, Neutral and 2nd
-16° F gear only (prevents shifting which
may fail a clutch with frequent
shifts)
Cold Oil temperature at start-up above – Delayed 2-3 upshift
-12° F and below 36° F (approximately 22-31 mph)
– Delayed 3-4 upshift (45-53 mph)
– Early 4-3 costdown shift
(approximately 30 mph)
– Early 3-2 coastdown shift
(approximately 17 mph)
– High speed 4-2, 3-2, 2-1 kickdown
shifts are prevented
– No EMCC
Warm Oil temperature at start-up above – Normal operation (upshift,
36° F and below 80 degree F kickdowns, and coastdowns)
– No EMCC
Hot Oil temperature at start-up above – Normal operation (upshift,
80° F kickdowns, and coastdowns)
– Full EMCC, no PEMCC except to
engage FEMCC (except at closed
throttle at speeds above 70-83 mph)
Overheat Oil temperature above 240° F or – Delayed 2-3 upshift (25-32 mph)
engine coolant temperature above – Delayed 3-4 upshift (41-48 mph)
244° F
– 3rd gear FEMCC from 30-48 mph
– 3rd gear PEMCC from 27-31 mph
Super Overheat Oil temperature above 260° F – All “Overheat” shift schedule
features apply
– 2nd gear PEMCC above 22 mph
– Above 22 mph the torque
converter will not unlock unless the
throttle is closed or if a wide open
throttle 2nd PEMCC to 1 kickdown
is made
TRANSMISSION CONTROL RELAY in “limp-in” mode. After a controller reset (ignition

key turned to the “run” position or after cranking
DESCRIPTION engine), the TCM energizes the relay. Prior to this,
The transmission control relay is located in the the TCM verifies that the contacts are open by check-
Power Distribution Center (PDC) on the left side of ing for no voltage at the switched battery terminals.
the engine compartment (Fig. 16). After this is verified, the voltage at the solenoid pack
pressure switches is checked. After the relay is ener-
OPERATION gized, the TCM monitors the terminals to verify that
The relay is supplied fused B+ voltage, energized the voltage is greater than 3 volts.
by the TCM, and is used to supply power to the sole-
noid pack when the transmission is in normal oper-
ating mode. When the relay is “off”, no power is
supplied to the solenoid pack and the transmission is
Fig. 16 Transmission Control Relay Location

(Typical)
1 – TRANSMISSION CONTROL RELAY Fig. 17 Solenoid/Pressure Switch Assembly
2 – PDC 1 – SOLENOID/PRESSURE SWITCH
3 – TCM 2 – TRS
SOLENOID/PRESSURE SWITCH ASSEMBLY 5 – VALVE BODY
DESCRIPTION
The Solenoid/Pressure Switch Assembly (Fig. 17) is The 2/4 and UD solenoids are normally applied,
inside the transaxle and mounted to the valve body which allows fluid to pass through in their relaxed or
assembly. The assembly consists of four solenoids “off” state. By design, this allows transaxle limp-in
that control hydraulic pressure to the L/R, 2/4, OD, (P,R,N,2) in the event of an electrical failure.
and UD friction elements (transaxle clutches), and The continuity of the solenoids and circuits are
the torque converter clutch. The reverse clutch is periodically tested. Each solenoid is turned on or off
controlled by line pressure from the manual valve in depending on its current state. An inductive spike
the valve body. The solenoids are contained within should be detected by the TCM during this test. It no
the Solenoid/Pressure Switch Assembly, and can only spike is detected, the circuit is tested again to verify
be serviced by replacing the assembly. the failure. In addition to the periodic testing, the
The solenoid assembly also contains pressure solenoid circuits are tested if a speed ratio or pres-
switches that monitor and send hydraulic circuit sure switch error occurs.
information to the TCM. Likewise, the pressure
PRESSURE SWITCHES
switches can only be service by replacing the assem-
The TCM relies on three pressure switches to mon-
bly.
itor fluid pressure in the L/R, 2/4, and OD hydraulic
OPERATION circuits. The primary purpose of these switches is to
help the TCM detect when clutch circuit hydraulic
SOLENOIDS failures occur. The range for the pressure switch clos-
The solenoids receive electrical power from the ing and opening points is 11-23 psi. Typically the
Transmission Control Relay through a single wire. switch opening point will be approximately one psi
The TCM energizes or operates the solenoids individ- lower than the closing point. For example, a switch
ually by grounding the return wire of the solenoid may close at 18 psi and open at 17 psi. The switches
needed. When a solenoid is energized, the solenoid are continuously monitored by the TCM for the cor-
valve shifts, and a fluid passage is opened or closed rect states (open or closed) in each gear as shown in
(vented or applied), depending on its default operat- the following chart:
ing state. The result is an apply or release of a fric- A Diagnostic Trouble Code (DTC) will set if the
tional element. TCM senses any switch open or closed at the wrong
time in a given gear.
PRESSURE SWITCH STATES
GEAR L/R 2/4 OD
R OP OP OP
P/N CL OP OP
1st CL OP OP
2nd OP CL OP
D OP OP CL
OD OP CL CL
OP = OPEN
CL = CLOSED
The TCM also tests the 2/4 and OD pressure

switches when they are normally off (OD and 2/4 are
tested in 1st gear, OD in 2nd gear, and 2/4 in 2nd
gear). The test simply verifies that they are opera-
tional, by looking for a closed state when the corre-
sponding element is applied. Immediately after a
shift into 1st, 2nd, or 3rd gear with the engine speed Fig. 18 Transmission Range Sensor (TRS) Location
above 1000 rpm, the TCM momentarily turns on ele- 1 – SOLENOID/PRESSURE SWITCH ASSEMBLY
ment pressure to the 2/4 and/or OD clutch circuits to 2 – TRS
identify that the appropriate switch has closed. If it 3 – TRANSFER PLATE
doesn’t close, it is tested again. If the switch fails to 4 – SEPARATOR PLATE
close the second time, the appropriate Diagnostic 5 – VALVE BODY
Trouble Code (DTC) will set.
TRANSMISSION RANGE SENSOR

DESCRIPTION
The Transmission Range Sensor (TRS) is mounted
to the top of the valve body inside the transaxle and
can only be serviced by removing the valve body. The
electrical connector extends through the transaxle
case (Fig. 18).
The Transmission Range Sensor (TRS) has four
switch contacts that monitor shift lever position and
send the information to the TCM.
The TRS also has an integrated temperature sen-
sor (thermistor) that communicates transaxle tem-
perature to the TCM and PCM (Fig. 19).
OPERATION
The Transmission Range Sensor (TRS) (Fig. 18)
communicates shift lever position (SLP) to the TCM Fig. 19 Transmission Temperature Sensor
as a combination of open and closed switches. Each 1 – TRANSMISSION RANGE SENSOR
shift lever position has an assigned combination of 2 – TEMPERATURE SENSOR
switch states (open/closed) that the TCM receives
from four sense circuits. The TCM interprets this
information and determines the appropriate tran- three are recognized as “between gear” codes. This
saxle gear position and shift schedule. results in six codes which should never occur. These
Since there are four switches, there are 16 possible are called “invalid” codes. An invalid code will result
combinations of open and closed switches (codes). in a DTC, and the TCM will then determine the shift
Seven of these codes are related to gear position and lever position based on pressure switch data. This
allows reasonably normal transmission operation INPUT SPEED SENSOR
with a TRS failure.
TRS SWITCH STATES DESCRIPTION
The Input Speed Sensor is a two-wire magnetic
pickup device that generates AC signals as rotation
SLP T42 T41 T3 T1
occurs. It is threaded into the transaxle case (Fig.
P CL CL CL OP 20), sealed with an o-ring (Fig. 21), and is considered
R CL OP OP OP a primary input to the Transmission Control Module
N CL CL OP CL (TCM).
OD OP OP OP CL
3 (AS) OP OP CL OP
L CL OP CL CL
TRANSMISSION TEMPERATURE SENSOR

The TRS has an integrated thermistor (Fig. 19)
that the TCM uses to monitor the transmission’s
sump temperature. Since fluid temperature can
affect transmission shift quality and convertor lock
up, the TCM requires this information to determine
which shift schedule to operate in. The PCM also
monitors this temperature data so it can energize the
vehicle cooling fan(s) when a transmission “overheat”
condition exists. If the thermistor circuit fails, the
TCM will revert to calculated oil temperature usage. Fig. 20 Input Speed Sensor Location
CALCULATED TEMPERATURE 2 – OUTPUT SPEED SENSOR
A failure in the temperature sensor or circuit will 3 – IDENTIFICATION TAG
result in calculated temperature being substituted for
actual temperature. Calculated temperature is a pre-
dicted fluid temperature which is calculated from a
combination of inputs:
• Battery (ambient) temperature
• Engine coolant temperature
• In-gear run time since start-up
SHIFT POSITION INDICATOR

DESCRIPTION
The shift position indicator is located in the instru-
ment cluster. It indicates the position of the manual
valve lever by illuminating an LED located under the
P, R, N, D, 3, or L (or Autostick) gear symbol.
OPERATION
The Transmission Range Sensor (TRS) sends a sig-
nal to the Transmission Control Module (TCM)
regarding the position of the manual valve lever. The
TCM converts this signal into a Shift Lever Position Fig. 21 O-Ring Location
(SLP) and sends the information to the BCM (Body 1 – INPUT SPEED SENSOR
Control Module) and the instrument cluster. 2 – O-RING
Refer to Group 8E, Instrument Panel And Gauges
for repair procedures.
OPERATION
The Input Speed Sensor provides information on
how fast the input shaft is rotating. As the teeth of
the input clutch hub pass by the sensor coil (Fig. 22),
an AC voltage is generated and sent to the TCM. The
TCM interprets this information as input shaft rpm.
Fig. 23 Output Speed Sensor Location

3 – IDENTIFICATION TAG
Fig. 22 Sensor Relation to Input Clutch Hub

2 – TRANSAXLE CASE
3 – INPUT CLUTCH HUB
The TCM compares the input speed signal with

output speed signal to determine the following:
• Transmission gear ratio
• Speed ratio error detection
• CVI calculation
The TCM also compares the input speed signal and
the engine speed signal to determine the following:
• Torque converter clutch slippage
• Torque converter element speed ratio
OUTPUT SPEED SENSOR Fig. 24 O-Ring Location

DESCRIPTION 2 – O-RING
The Output Speed Sensor is a two-wire magnetic
pickup device that generates an AC signal as rotation
The TCM compares the input and output speed
occurs. It is threaded into the transaxle case (Fig.
signals to determine the following:
23), sealed with an o-ring (Fig. 24), and is considered
• Transmission gear ratio
a primary input to the Transmission Control Module
• Speed ratio error detection
(TCM).
• CVI calculation
OPERATION VEHICLE SPEED SIGNAL
The Output Speed Sensor provides information on
The vehicle speed signal is taken from the Output
how fast the output shaft is rotating. As the rear
Speed Sensor. The TCM converts this signal into a
planetary carrier park pawl lugs pass by the sensor
pulse per mile signal and sends it to the PCM. The
coil (Fig. 25), an AC voltage is generated and sent to
PCM, in turn, sends the vehicle speed message
the TCM. The TCM interprets this information as
across the PCI Bus to the BCM. The BCM sends this
output shaft rpm.
Fig. 26 Ignition Key/Switch Positions

1 – ACC
2 – LOCK
3 – OFF
4 – ON/RUN
Fig. 25 Sensor Relation to Planet Carrier Park Pawl 5 – START
Lugs
1 – OUTPUT SPEED SENSOR The following chart describes the normal operation
2 – REAR PLANET CARRIER/OUTPUT SHAFT ASSEMBLY of the Brake Transmission Shift Interlock (BTSI) sys-
3 – TRANSAXLE CASE tem. If the “expected response” differs from the vehi-
cle’s response, then system repair and/or adjustment
signal to the Instrument Cluster to display vehicle is necessary.
speed to the driver. The vehicle speed signal pulse is
roughly 8000 pulses per mile. ACTION EXPECTED RESPONSE
1. Turn key to the “OFF” 1. Shifter CAN be shifted
BRAKE TRANSMISSION SHIFT INTERLOCK position. out of park.
SYSTEM (FLOOR SHIFT) 2. Turn key to the 2. Shifter CANNOT be
9ON/RUN” position. shifted out of park.
DESCRIPTION 3. Turn key to the 3. Shifter CAN be shifted
The Brake Transmission Shifter/Ignition Interlock “ON/RUN” position and out of park.
(BTSI) is a cable and solenoid operated system that depress the brake pedal.
prevents the transmission gear shifter from being 4. Leave shifter in any 4. Key cannot be
moved out of PARK without a driver in place. gear and try to return key returned to the “LOCK” or
Refer to the following chart that expected shifter to the “LOCK” or 9ACC” “ACC” position.
response, depending on ignition key/switch (Fig. 26) position.
and brake pedal positions.
5. Return shifter to 5. Key can be removed
OPERATION “PARK” and try to remove (after returning to “LOCK”
The Brake Transmission Shifter/Ignition Interlock the key. position).
(BTSI) is engaged whenever the ignition switch is in 6. With the key removed, 6. Shifter cannot be
the LOCK or ACCESSORY position (Fig. 26). An try to shift out of “PARK”. shifted out of “PARK”.
additional electrically activated feature will prevent NOTE: Any failure to meet these expected
shifting out of the PARK position unless the brake responses requires system adjustment or repair.
pedal is depressed at least one-half inch. A magnetic
holding device integral to the interlock cable is ener-
gized when the ignition is in the ON/RUN position. BRAKE TRANSMISSION SHIFT INTERLOCK
When the key is in the ON/RUN position and the SYSTEM (COLUMN SHIFT)
brake pedal is depressed, the shifter is unlocked and
will move into any position. The interlock system DESCRIPTION
also prevents the ignition switch from being turned Vehicles equipped with a column shifter utilize a
to the LOCK or ACCESSORY position, unless the brake transmission shift interlock (BTSI) solenoid,
shifter is in the gated PARK position. which prevents the transmission gear shifter from
being moved out of PARK without a driver in place
(Fig. 27).

1 – ACC
2 – LOCK
3 – OFF
Fig. 27 BTSI Solenoid 4 – ON/RUN
1 – SHIFT LEVER BRACKET 5 – START
2 – SOLENOID
3 – KEY CYLINDER
ACTION EXPECTED RESPONSE
OPERATION position. out of park.
The Brake Transmission Shifter/Ignition Interlock
(BTSI) is engaged whenever the ignition switch is in 2. Turn key to the 2. Shifter CANNOT be
the LOCK or ACCESSORY position (Fig. 28). An 9ON/RUN” position. shifted out of park.
additional electrically activated feature will prevent 3. Turn key to the 3. Shifter CAN be shifted
shifting out of the PARK position unless the brake “ON/RUN” position and out of park.
pedal is depressed at least one-half inch. A magnetic depress the brake pedal.
holding device integral to the interlock cable is ener- 4. Leave shifter in any 4. Key cannot be
gized when the ignition is in the ON/RUN position. gear and try to return key returned to the “LOCK” or
When the key is in the ON/RUN position and the to the “LOCK” or 9ACC” “ACC” position.
brake pedal is depressed, the shifter is unlocked and position.
will move into any position. The interlock system
also prevents the ignition switch from being turned
“PARK” and try to remove (after returning to “LOCK”
to the LOCK or ACCESSORY position, unless the
the key. position).
shifter is in the gated PARK position.
The following chart describes the normal operation 6. With the key removed, 6. Shifter cannot be
of the Brake Transmission Shift Interlock (BTSI) sys- try to shift out of “PARK”. shifted out of “PARK”.
tem. If the “expected response” differs from the vehi- NOTE: Any failure to meet these expected
cle’s response, then system repair and/or adjustment responses requires system adjustment or repair.
is necessary.
upshift. The instrument cluster will illuminate the
AUTOSTICK selected gear. The vehicle can be launched in 1st,
2nd, or 3rd gear while in the Autostick mode. The
OPERATION
speed control is operable in 3rd and 4th gear Auto-
Autostick is a driver–interactive transaxle feature
stick mode. Speed control will be deactivated if the
that offers manual gear shifting capability. When the
transaxle is shifted to 2nd gear. Shifting into OD
shifter is moved into the Autostick position, the tran-
position cancels the Autostick mode, and the tran-
saxle remains in whatever gear it was using before
saxle resumes the OD shift schedule.
Autostick was activated. Moving the shifter to the
left (towards the driver) causes a downshift and mov- AUTOMATIC OVERRIDES
ing to the right (towards the passenger) causes an
For safety, durability, and driveability, some shifts
are executed automatically or prevented.
AUTOMATIC SHIFTS WILL OCCUR UNDER THE FOLLOWING CONDITIONS
APPROXIMATE SHIFT POINT

TYPE OF SHIFT
2.7L / 3.2 L 3.5L
4-3 coast downshift 13 mph 13 mph
1-2 upshift 6300 engine rpm 6600 engine rpm
2-3 upshift 6300 engine rpm 6600 engine rpm
4-3 kickdown shift 13-47 mph w/sufficient throttle 13-47 mph w/sufficient throttle
MANUAL SHIFTS ARE NOT PERMITTED UNDER THE FOLLOWING CONDITIONS
TYPE OF SHIFT APPROXIMATE SHIFT POINT

3-4 upshift Below 15 mph
3-2 downshift Above 74 mph @ closed throttle or 70 mph otherwise
2-1 downshift Above 41 mph @ closed throttle or 38 mph otherwise
DIAGNOSIS AND TESTING • Fluid level and condition

• Shift linkage adjustment
42LE GENERAL DIAGNOSIS • Diagnostic trouble code inspection
Then perform a road test to determine if the prob-
CAUTION: Before attempting any repair on the lem has been corrected or that more diagnosis is nec-
42LE Four Speed Automatic Transaxle, always essary. If the problem exists after the preliminary
check for proper shift linkage adjustment. Also tests and corrections are completed, hydraulic pres-
check for diagnostic trouble codes with the DRB sure checks should be performed.
scan tool and the 42LE Transaxle Diagnostic Proce-
dure Manual. ROAD TEST
Prior to performing a road test, verify that the
42LE automatic transaxle malfunctions may be fluid level, fluid condition, and linkage adjustment
caused by these general conditions: have been approved.
• Poor engine performance During the road test, the transaxle should be oper-
• Improper adjustments ated in each position to check for slipping and any
• Hydraulic malfunctions variation in shifting.
• Mechanical malfunctions If the vehicle operates properly at highway speeds,
• Electronic malfunctions but has poor acceleration, the converter stator over-
When diagnosing a problem always begin with running clutch may be slipping. If acceleration is nor-
recording the complaint. The complaint should be mal, but high throttle opening is needed to maintain
defined as specific as possible. Include the following highway speeds, the converter stator clutch may
checks: have seized. Both of these stator defects require
• Temperature at occurrence (cold, hot, both) replacement of the torque converter and thorough
• Dynamic conditions (acceleration, deceleration, transaxle cleaning.
upshift, cornering) Slipping clutches can be isolated by comparing the
• Elements in use when condition occurs (what “Elements in Use” chart with clutch operation
encountered on a road test. This chart identifies
gear is transaxle in during condition)
which clutches are applied at each position of the
• Road and weather conditions
selector lever.
• Any other useful diagnostic information.
A slipping clutch may also set a DTC and can be
After noting all conditions, check the easily acces-
determined by operating the transaxle in all selector
sible variables:
positions.
DIAGNOSIS AND TESTING (Continued)
ELEMENTS IN USE AT EACH POSITION OF SELECTOR LEVER
Shift Lever INPUT CLUTCHES HOLDING CLUTCHES

Position Underdrive Overdrive Reverse 2/4 Low/Reverse
P - PARK X
R - REVERSE X X
N - NEUTRAL X
OD -
OVERDRIVE
First X X
Second X X
Direct X X
Overdrive X X
D - DRIVE*
First X X
Second X X
Direct X X
L - LOW*
First X X
Second X X
Direct X X
* Vehicle upshift and downshift speeds are increased when in these selector positions.
The process of elimination can be used to detect

any unit which slips and to confirm proper operation
of good units. Road test analysis can diagnose slip-
ping units, but the cause of the malfunction cannot
be determined. Practically any condition can be
caused by leaking hydraulic circuits or sticking
valves.
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, be certain that
fluid level and condition, and shift cable adjustments
have been checked and approved. Fluid must be at
operating temperature (150 to 200 degrees F.). Fig. 29 Pressure Taps
Install an engine tachometer, raise vehicle on hoist 1 – TORQUE CONVERTER CLUTCH OFF
which allows front wheels to turn, and position 2 – TURBINE SPEED SENSOR
tachometer so it can be read. 3 – OUTPUT SPEED SENSOR
Using special adapters (L-4559), attach 300 psi 4 – LOW/REVERSE
gauge(s) (C-3293SP) to port(s) required for test being 5 – REVERSE
conducted. 6 – UNDERDRIVE
Test port locations are shown in (Fig. 29). 7 – TORQUE CONVERTER CLUTCH ON
8 – OVERDRIVE
TEST ONE-SELECTOR IN L (1st Gear) (6) The vehicle should be in second gear and over-
drive clutch pressure should be less than 5 psi.
NOTE: This test checks pump output, pressure reg-
ulation and condition of the low/reverse clutch TEST FOUR-SELECTOR IN OD (Fourth Gear)
hydraulic circuit and shift schedule.
NOTE: This test checks the 2/4 clutch hydraulic cir-
(1) Attach pressure gauge to the low/reverse clutch cuit.
tap.
(2) Move selector lever to the L position. (1) Attach gauge to the 2/4 clutch tap.
(3) Allow vehicle wheels to turn and increase (2) Move selector lever to the OD position.
throttle opening to achieve an indicated vehicle speed (3) Allow vehicle front wheels to turn and increase
to 20 mph. throttle opening to achieve an indicated vehicle speed
(4) Low/reverse clutch pressure should read 115 to of 30 mph. Vehicle shoud be in fourth gear.
145 psi. (4) The 2/4 clutch pressure should read 75 to 95
psi.
TEST TWO-SELECTOR IN DRIVE (Second Gear)
TEST FIVE-SELECTOR IN OVERDRIVE (Fourth
NOTE: This test checks the underdrive clutch Gear, CC on)
hydraulic circuit as well as the shift schedule.
NOTE: These tests checks the torque converter
(1) Attach gauge to the underdrive clutch tap. clutch hydraulic circuit.
(2) Move selector lever to the 3 position.
(3) Allow vehicle wheels to turn and increase (1) Attach gauge to the torque converter clutch off
throttle opening to achieve an indicated vehicle speed pressure tap.
of 30 mph. (2) Move selector lever to the overdrive position.
(4) In second gear the underdrive clutch pressure (3) Allow vehicle wheels to turn and increase
should read 110 to 145 psi. throttle opening to achieve an indicated vehicle speed
of 50 mph. Vehicle should be in 4th gear, CC on.
TEST TWO A–SELECTOR IN OD (Fourth Gear)
CAUTION: Both wheels must turn at the same
NOTE: This test checks the underdrive clutch speed.
(4) Torque converter clutch off pressure should be
(1) Attach gauge to the underdrive clutch tap. less than 5 psi.
(2) Move selector lever to the OD position. (5) Now attach the gauge to the torque converter
(3) Allow wheels to rotate freely and increase clutch on pressure tap.
throttle opening to achieve an indicated speed of 40 (6) Move selector to the overdrive position.
mph. (7) Allow vehicle wheels to turn and increase
(4) Underdrive clutch pressure should read below throttle opening to achieve an indicated vehicle speed
5 psi. If not, than either the solenoid assembly or of 50 mph.
TCM is at fault. (8) Verify the torque converter clutch is applied
mode using the RPM display of the DRB scan tool.
TEST THREE-SELECTOR IN OVERDRIVE (Third and (9) Torque converter clutch on pressure should be
Second Gear) 60-90 psi.
NOTE: This test checks the overdrive clutch TEST SIX-SELECTOR IN REVERSE
NOTE: This test checks the reverse clutch hydrau-
(1) Attach gauge to the overdrive clutch tap. lic circuit.
(2) Move selector lever to the OD position.
(3) Allow vehicle wheels to turn and increase (1) Attach gauge to the reverse and low/reverse
throttle opening to achieve an indicated vehicle speed clutch tap.
of 20 mph. (2) Move selector lever to the reverse position.
(4) Overdrive clutch pressure should read 74 to 95 (3) Read reverse clutch pressure with output sta-
psi. tionary (foot on brake) and throttle opened to achieve
(5) Move selector lever to the 3 position and 1500 rpm.
increase indicated vehicle speed to 30 mph. (4) Reverse and low/reverse clutch pressure should
read 165 to 235 psi.
TEST RESULT INDICATIONS
(1) If proper line pressure is found in any one test,
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 regu-
lator 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 or a defective solenoid assembly is indi-
cated.
(5) If the underdrive clutch pressure is greater
than 5 psi in Step 4 of Test Two-A, a defective sole-
noid/pressure switch assembly or TCM is the cause.
CLUTCH AIR PRESSURE TESTS

Inoperative clutches can be located by substituting
air pressure for fluid pressure. The clutches may be
tested by applying air pressure to their respective
passages after the valve body has been removed. Use Fig. 30 Air Pressure Test Plate
Special Tool 6599-1 and 6599-2 to perform test (Fig. 1 – AIR PRESSURE TEST PLATES
30). 2 – 2/4 CLUTCH RETAINER HOLE
To make air pressure tests, proceed as follows:
ALL PRESSURE SPECIFICATIONS ARE PSI(ON HOIST, WITH FRONT WHEELS FREE TO TURN)
Gear Selector Actual Gear PRESSURE TAPS

Position Underdrive Overdrive Reverse Torque 2/4 Low/
Clutch Clutch Clutch Converter CLUTCH Reverse
Clutch Off Clutch
PARK * PARK 0-2 0-5 0-2 60-110 0-2 X
0 mph 115-145
REVERSE * REVERSE 0-2 0-7 165- 50-100 0-2 165-235
0 mph 235
NEUTRAL * NEUTRAL 0-2 0-5 0-2 60-110 0-2 115-145
0 mph
L # FIRST 110-145 0-5 0-2 60-110 0-2 115-145
20 mph
3 # SECOND 110-145 0-5 0-2 60-110 115-145 0-2
30 mph
3 # DIRECT 75-95 75-95 0-2 60-90 0-2 0-2
45 mph
OD # OVERDRIVE 0-2 75-95 0-2 60-90 75-95 0-2
30 mph
OD # OVERDRIVE 0-2 75-95 0-2 0-5 75-95 0-2
50 mph WITH TCC
*Engine speed at 1500 rpm

#CAUTION: Both front wheels must be turning at same speed.
42LE PRESSURE CHECK SPECIFICATIONS
NOTE: The compressed air supply must be free of 2/4 CLUTCH
all dirt and moisture. Use a pressure of 30 psi. Apply air pressure to the feed hole located on the
2/4 clutch retainer. Look in the area where the 2/4
Remove oil pan and valve body. See Valve body piston contacts the first separator plate and watch
recondition. carefully for the 2/4 piston to move rearward. The
Apply air pressure to the holes in the special tool, piston should return to its original position after the
one at a time. air pressure is removed.
Listen for the clutch to apply. It will give a slight
thud sound. If a large amount of air is heard escap- LOW/REVERSE CLUTCH
ing, the transaxle must be removed from vehicle, dis- Apply air pressure to the low/reverse clutch feed
assembled and all seals inspected. hole passage. Look in the area where the low/reverse
piston contacts the first separator plate. Watch care-
OVERDRIVE CLUTCH fully for the piston to move forward. The piston
Apply air pressure to the overdrive clutch apply should return to its original position after the air
passage and watch for the push/pull piston to move pressure is removed.
forward. The piston should return to its starting
position when the air pressure is removed. FLUID LEAKAGE
The 42LE is a dual sump transaxle. The transaxle
UNDERDRIVE CLUTCH uses both automatic transaxle fluid (ATF) for the
Because this clutch piston cannot be seen, its oper-
main sump and hypoid gear lube for the differential
ation is checked by function. Air pressure is applied
sump. When diagnosing a leak, it is important to dis-
to the low/reverse or the 2/4 clutches. This locks the
tinguish which type of fluid is leaking. Factory fill
output shaft. Use a piece of rubber hose wrapped
ATF is dyed red, while differential hypoid oil is
around the input shaft and a pair of clamp-on pliers
brown in color and has a distinctive odor.
to turn the input shaft. Next apply air pressure to
There are two seals at the boundary of the two
the underdrive clutch (Fig. 31). The input shaft
sumps. There is a weep hole in the right side of the
should not rotate with hand torque. Release the air
transaxle case (Fig. 32) which vents the area
pressure and confirm that the input shaft will rotate.
between the two seals. If oil is leaking from the weep
hole, there is at least one seal leaking. Never plug
the weep hole to correct a leaking condition. Plugging
the weep hole could result in contaminating one or
both transaxle sumps, low oil level, poor transaxle
performance or transaxle failure. In order to correctly
repair this type of leak the transaxle must be
removed from the vehicle and both transfer shaft
seals replaced. Refer to Transfer Shaft Seal Replace-
ment procedure in this section.
FLUID LEAKAGE-TORQUE CONVERTER HOUSING

AREA
(1) Check for source of leakage. Fluid leakage from
the torque converter area may originate from an
engine oil leak, a differential oil leak or an ATF oil
leak. The area should be examined closely.
Fig. 31 Testing Underdrive Clutch (2) Prior to removing the transaxle, perform the
1 – AIR PRESSURE TEST PLATE 6599–1 following checks:
2 – AIR NOZZLE • When leakage is determined to be automatic
transmission fluid, check fluid level prior to removal
REVERSE CLUTCH of the transaxle and torque converter.
Apply air pressure to the reverse clutch apply pas- • High oil level can result in oil leakage out the
sage and watch for the push/pull piston to move rear- vent. If the fluid level is high, adjust to proper level.
ward. The piston should return to its starting • After performing this operation, inspect for leak-
position when the air pressure is removed. age. If a leak persists, perform the following opera-
tion on the vehicle. This will determine if it is the
torque converter or transaxle that is leaking.
FLUID LEAKAGE-TORQUE CONVERTER

HOUSING AREA
When diagnosing converter housing fluid leaks,
three actions must be taken before repair:
(1) Verify proper transmission fluid level.
(2) Verify that the leak originates from the con-
verter housing area and is transmission fluid.
(3) Determine the true source of the leak.
Fluid leakage at or around the torque converter
area may originate from an engine oil leak (Fig. 33).
The area should be examined closely. Factory fill
fluid is red and, therefore, can be distinguished from
engine oil.
Fig. 32 Weep Hole Location

1 – RIGHT EXHAUST PIPE
3 – TRANSAXLE OIL PAN
4 – WEEP HOLE
TORQUE CONVERTER LEAKAGE

Possible sources of torque converter leakage are:
• Torque converter weld leaks at the outside
(peripheral) weld.
• Torque converter hub weld.
NOTE: Hub weld is inside and not visible. Do not

attempt to repair. Replace torque converter.
Fig. 33 Converter Housing Leak Paths
1 – PUMP SEAL
FLUID LEAKAGE—DIFFERENTIAL HOUSING AREA 2 – PUMP VENT
The differential uses Mopart 75w-90 Fuel Saving 3 – PUMP BOLT
petroleum based hypoid gear lube. It can be distin- 4 – PUMP GASKET
guished from ATF by its brown color (ATF is dyed 5 – CONVERTER HOUSING
red). Also gear lube has a distinctive odor (hypoid 6 – CONVERTER
7 – REAR MAIN SEAL LEAK
smell).
(1) If it is suspected that the leakage is gear lube,
check the differential for proper fluid level. High oil Some suspected converter housing fluid leaks may
level can result in leakage from the differential vent. not be leaks at all. They may only be the result of
residual fluid in the converter housing, or excess
CAUTION: A crushed vent baffle will cause oil to fluid spilled during factory fill, or fill after repair.
leak from vent hose. Converter housing leaks have several potential
sources. Through careful observation, a leak source
(2) If fluid level is correct, add 1/4 to 1/2 ounce of can be identified before removing the transmission
leak detecting florescent dye to the differential. for repair.
(3) Clean the suspect area of the transaxle with Pump seal leaks tend to move along the drive hub
solvent. and onto the rear of the converter (Fig. 33). Pump
(4) Road test the vehicle until the leak reoccurs. o-ring or pump body leaks follow the same path as a
(5) Using a black light determine the source of the seal leak. Pump attaching bolt leaks are generally
leak and repair as required. deposited on the inside of the converter housing and
(6) Do not add oil dye to both the ATF sump and not on the converter itself. Pump seal or gasket leaks
the differential sump at the same time. This can usually travel down the inside of the converter hous-
cause confusion when trying to pinpoint a leak ing (Fig. 33).
source.
TORQUE CONVERTER LEAKAGE ACTION EXPECTED RESPONSE
Possible sources of torque converter leakage are:
• Torque converter weld leaks at the outside diam-
position. out of park.
eter weld (Fig. 34).
• Torque converter hub weld (Fig. 34). 2. Turn key to the 2. Shifter CANNOT be
9ON/RUN” position. shifted out of park.
3. Turn key to the 3. Shifter CAN be shifted
“ON/RUN” position and out of park.
depress the brake pedal.
4. Leave shifter in any 4. Key cannot be
gear and try to return key returned to the “LOCK” or
to the “LOCK” or 9ACC” “ACC” position.
position.
“PARK” and try to remove (after returning to “LOCK”
the key. position).
6. With the key removed, 6. Shifter cannot be
Fig. 34 Converter Leak Points—Typical try to shift out of “PARK”. shifted out of “PARK”.
1 – OUTSIDE DIAMETER WELD
2 – TORQUE CONVERTER HUB WELD
NOTE: Any failure to meet these expected
3 – STARTER RING GEAR responses requires system adjustment or repair.
4 – LUG
If the shift lever cannot be moved out of the PARK
BRAKE/TRANSMISSION SHIFT INTERLOCK position, refer to Shift Lever Locked In Place below.
If the shift lever can be shifted out of PARK without
SYSTEM (COLUMN SHIFT) the brake pedal depressed, refer to Circuit Test
The following chart describes the normal operation below.
of the Brake Transmission Shift Interlock (BTSI) sys-
tem. If the “expected response” differs from the vehi- SHIFT LEVER LOCKED IN PLACE
cle’s response, then system repair and/or adjustment (1) Remove the instrument panel cover below the
is necessary. steering column, then remove the steering column
Refer to the following chart that expected shifter shrouds to gain access to the brake transmission
response, depending on ignition key/switch (Fig. 35) shift interlock (BTSI) solenoid.
and brake pedal positions. (2) Disconnect the wire connector from the rear of
the BTSI solenoid.
(3) Insert the ignition key and turn it to the ON
position.
(4) With the brakes applied, try shifting the trans-
mission shift lever out of the PARK position.
• If the lever now moves freely in and out of
PARK, perform the Circuit Test below.
• If the shift lever still does not move from the
PARK position, remove the BTSI solenoid from the
shift lever assembly.
If the shift lever now moves freely in and out of
the park position, the BTSI solenoid is faulty and
must be replaced. If the shift lever still does not
move from the park position, the problem is in the
Fig. 35 Ignition Key/Switch Positions shift lever assembly or the ignition interlock cassette.
1 – ACC
2 – LOCK CIRCUIT TEST
3 – OFF
(1) Check the system fuse in the junction block
4 – ON/RUN
5 – START
(An open or blown fuse would allow the shift lever to
be moved in and out of the PARK position without
the brake pedal applied).
(2) Remove the instrument panel cover below the
steering column, then remove the steering column
shrouds to gain access to the brake transmission
shift interlock (BTSI) solenoid.
(3) Disconnect the wire connector from the rear of
the BTSI solenoid.
(4) Insert the ignition key and turn it to the ON
position.
(5) Back-probe the wire connector’s terminal num-
ber 2 with a test light. The test light should illumi-
nate. If not, there is an open or short in the ignition
feed circuit leading to the BTSI solenoid. Repair the
open or short.
(6) Next, back-probe the wire connector with a test
light, placing the test light in series between the two Fig. 36 Ignition Key/Switch Positions
wires. At this point, the test light should illuminate. 1 – ACC
2 – LOCK
If not, there is an open in the ground circuit or brake
3 – OFF
lamp switch. Repair the open or replace brake lamp
4 – ON/RUN
switch as necessary. 5 – START
(7) Depress the brake pedal. The test light should
go out. If it does not, there is a short in the ground
circuit or brake lamp switch. Repair the short or ACTION EXPECTED RESPONSE
replace brake lamp switch as necessary.
(8) Reconnect the wire connector to the solenoid.
If the circuit passes the above test and the shift
lever can still be moved freely in and out of PARK 2. Turn key to the 2. Shifter CANNOT be
without the brake pedal depressed, replace the BTSI 9ON/RUN” position. shifted out of park.
solenoid. 3. Turn key to the 3. Shifter CAN be shifted
“ON/RUN” position and out of park.
BRAKE/TRANSMISSION SHIFT INTERLOCK depress the brake pedal.
SYSTEM (FLOOR SHIFT) 4. Leave shifter in any 4. Key cannot be
The following chart describes the normal operation gear and try to return key returned to the “LOCK” or
of the Brake Transmission Shift Interlock (BTSI) sys- to the “LOCK” or 9ACC” “ACC” position.
tem. If the “expected response” differs from the vehi- position.
cle’s response, then system repair and/or adjustment 5. Return shifter to 5. Key can be removed
is necessary. “PARK” and try to remove (after returning to “LOCK”
Refer to the following chart that expected shifter the key. position).
response, depending on ignition key/switch (Fig. 36)
and brake pedal positions.
try to shift out of “PARK”. shifted out of “PARK”.
If the floor shifter cannot be moved out of the
PARK position, refer to Shifter Locked In Place NOTE: Any failure to meet these expected
below. If the shift lever can be shifted out of PARK responses requires system adjustment or repair.
without the brake pedal depressed, refer to Circuit
Test below. (4) With the brakes applied, try moving the shifter
out of the PARK position.
SHIFTER LOCKED IN PLACE • If the lever now moves freely in and out of
(1) Remove the instrument panel cover below the PARK, perform the Circuit Test below.
steering column, then remove the steering column • If the shift lever still does not move from the
shrouds to gain access to the brake transmission PARK position, remove the BTSI solenoid from the
shift interlock (BTSI) solenoid. The solenoid is part of shift lever assembly.
the interlock cable assembly. If the shift lever now moves freely in and out of
(2) Disconnect the wire connector from the rear of the park position, the BTSI solenoid is faulty and the
the BTSI solenoid. interlock cable must be replaced. If the shift lever
(3) Insert the ignition key and turn it to the ON still does not move from the park position, the prob-
position. lem is in the shift lever assembly or the ignition
interlock cassette.
CIRCUIT TEST CONDITION POSSIBLE CAUSE
(1) Check the system fuse in the junction block
ALL PRND3L Check wiring and
(An open or blown fuse would allow the shift lever to
(PRND1234 if Autostick connectors
be moved in and out of the PARK position without
equipped) DISPLAY
the brake pedal applied). Faulty TRS
LIGHTS “ON” IN P&N
(2) Remove the instrument panel cover below the Faulty manual lever
GEAR POSITIONS
steering column, then remove the steering column
shrouds to gain access to the brake transmission ALL DISPLAY LIGHTS Check wiring &
shift interlock (BTSI) solenoid. “ON” IN ALL GEAR connectors
(3) Disconnect the wire connector from the rear of POSITIONS Faulty trans. range
the BTSI solenoid. sensor
(4) Insert the ignition key and turn it to the ON Faulty manual lever
position.
(5) Back-probe the wire connector’s terminal num- Communication bus
ber 2 with a test light. The test light should illumi- malfunction
nate. If not, there is an open or short in the ignition ALL DISPLAY LIGHTS Normal transient
feed circuit leading to the BTSI solenoid. Repair the “OFF9 condition between P&R
open or short. and R&N gear positions
(6) Next, back-probe the wire connector with a test Check shift lever linkage
light, placing the test light in series between the two
BCM malfunction
wires. At this point, the test light should illuminate.
If not, there is an open in the ground circuit or brake Check wiring and
lamp switch. Repair the open or replace brake lamp connectors
switch as necessary. Faulty instrument cluster
(7) Depress the brake pedal. The test light should ALL DISPLAY LIGHTS Communication bus
go out. If it does not, there is a short in the ground 9OFF” ACCOMPANIED malfunction
circuit or brake lamp switch. Repair the short or BY A “NO BUS”
replace brake lamp switch as necessary. MESSAGE
(8) Reconnect the wire connector to the solenoid.
If the circuit passes the above test and the shifter DISPLAY LIGHTS OUT Check wiring and
can still be moved freely in and out of PARK without OF SEQUENCE WITH connectors
the brake pedal depressed, replace the interlock SHIFT LEVER Faulty TRS
cable. Faulty manual lever
Communication bus
SHIFT POSITION INDICATOR malfunction
The transmission range sensor (on the valve body)
sends a signal to the TCM on the position of the
transaxle manual valve lever. The TCM receives the • DTC P0705–Check Shifter Signal–usually
switch signal and processes the data. The TCM sends accompanied by all PRNDL lights turning on in Park
the Shift Lever Position (SLP) information to the and Neutral. This will result in a DTC P0705 if three
BCM via the communication bus. The BCM then out- such errors are detected after any one “key–on”.
lines the appropriate shifter position indicator in the • DTC P1796–Autostick Input Circuit
instrument cluster. • DTC P1797–Manual Shift Overheat–(Transmis-
If a problem arises with the shifter position indica- sion oil temperature >275° F) or (Engine coolant tem-
tor, consult the following chart for diagnostic infor- perature >255° F).
mation. If the malfunction cannot be corrected using Acceptable powertrain temperature must be
the chart, consult the proper diagnostic manual. achieved to reactivate Autostick after a high temper-
To replace the shifter position indicator, refer to ature fault:
Group 8E, Instrument Panel And Gauges. • Transmission Oil Temperature <255° F
• Engine Coolant Temperature <240° F
AUTOSTICK
The autostick feature will be deactivated if one of
the following conditions occur:
SERVICE PROCEDURES (5) Compare the fluid temperature value with the
chart.
FLUID LEVEL AND CONDITION CHECK (6) Adjust transmission fluid level shown on the
dipstick according to the chart.
NOTE: The transmission and differential have sep- (7) Check transmission for leaks.
arate oil sumps. The transmission sump requires Low fluid level can cause a variety of conditions
automatic transmission fluid. The differential sump because it allows the pump to take in air along with
requires petroleum based hypoid gear lube. the fluid. As in any hydraulic system, air bubbles
make the fluid spongy, therefore, pressures will be
low and build up slowly.
TRANSMISSION SUMP Improper filling can also raise the fluid level too
high. When the transaxle has too much fluid, the
FLUID LEVEL CHECK gears churn up foam and cause the same conditions
The transmission sump has a dipstick to check oil which occur with a low fluid level.
similar to most automatic transmissions. It is located In either case, air bubbles can cause overheating
on the left side of the engine. Be sure to wipe all dirt and/or fluid oxidation, and varnishing. This can
from dipstick handle before removing. interfere with normal valve, clutch, and accumulator
The torque converter fills in both the P Park and N operation. Foaming can also result in fluid escaping
Neutral positions. Place the selector lever in P Park from the transaxle vent where it may be mistaken
to be sure that the fluid level check is accurate. The for a leak.
engine should be running at idle speed for at Along with fluid level, it is important to check the
least one minute, with the vehicle on level condition of the fluid. When the fluid smells burned,
ground. At normal operating temperature (approxi- and is contaminated with metal or friction material
mately 82 C. or 180 F.), the fluid level is correct if it particles, a complete transaxle recondition is needed.
is in the HOT region (cross-hatched area) on the oil Be sure to examine the fluid on the dipstick closely.
level indicator (Fig. 37). The fluid level will be If there is any doubt about its condition, drain out a
approximately one-quarter inch above the lower hole sample for a double check.
of the dipstick at 70° F fluid temperature. After the fluid has been checked, seat the dipstick
fully to seal out water and dirt.
The transmission fluid level should be inspected at
least every six months.
DIFFERENTIAL SUMP
The differential sump is checked separately from
the transmission. A fill plug located on the side of the
transaxle must be removed to check fluid level. The
fluid should be level with the bottom of the fill hole.
The differential capacity is .946 liters (32 ounces).
Inspect the differential area during engine oil
changes for any leaks. If leakage is present, deter-
mine the source of the leak and repair as required.
Remove the fill plug and verify the proper level.
Adjust if needed.
Fig. 37 Dipstick Markings
1 – TRANSAXLE DIPSTICK
FLUID AND FILTER SERVICE—TRANSMISSION
FLUID LEVEL CHECK USING DRB NOTE: Refer to Group 0, Lubrication and Mainte-
nance, or the vehicle owner’s manual, for the rec-
NOTE: Engine and Transaxle should be at normal ommended maintenance (fluid/filter change)
operating temperature before performing this proce- intervals for this transaxle.
dure.
(1) Start engine and apply parking brake. NOTE: The 42LE Transaxle has separate transmis-
(2) Hook up DRBIII scan tool and select transmission and differential fluid sumps. Refer to Fluid
sion. Drain and Refill—Differential for differential fluid
(3) Select sensors. service.
(4) Read the transmission temperature value.
SERVICE PROCEDURES (Continued)
Transmission Fluid Temperature Chart

NOTE: Only fluids of the type labeled MoparT (6) Start engine and allow to idle for at least one
ATF+4 (Automatic Transmission Fluid) Type 9602 minute. Then, with parking and service brakes
should be used. A filter change should be made at applied, move selector lever momentarily to each
the time of the transmission oil change. The magnet position, ending in the park or neutral position.
(on the inside of the oil pan) should also be cleaned (7) Check the transaxle fluid level and add an
with a clean, dry cloth. appropriate amount to bring the transaxle fluid level
to 3mm (1/8 in.) below the “ADD” mark on the dip-
stick (Fig. 38).
NOTE: If the transaxle is disassembled for any rea- (8) Recheck the fluid level after the transaxle has
son, the fluid and filter should be changed. reached normal operating temperature (180°F.).
(9) To prevent dirt from entering transaxle, make
certain that dipstick is fully seated into the dipstick
FLUID/FILTER SERVICE (RECOMMENDED)
opening.
(1) Raise vehicle on a hoist (See Lubrication,
Group 0). Place a drain container with a large open-
ing, under transaxle oil pan.
(2) Loosen pan bolts and tap the pan at one corner
to break it loose allowing fluid to drain, then remove
the oil pan.
(3) Install a new filter and o-ring on bottom of the
valve body and tighten retaining screws to 5 N·m (40
in. lbs.).
(4) Clean the oil pan and magnet. Reinstall pan
using new Mopar Silicone Adhesive sealant. Tighten
oil pan bolts to 19 N·m (165 in. lbs.).
(5) Pour four quarts of Mopart ATF+4 (Automatic Fig. 38 Dipstick Markings
Transmission Fluid) Type 9602 through the dipstick 1 – TRANSAXLE DIPSTICK
opening.
ALTERNATIVE MAINTENANCE METHODS to 3mm (1/8 in.) below the “ADD” mark on the dip-
stick (Fig. 38).
TRANSAXLE FLUID EXCHANGER METHOD (9) Recheck the fluid level after the transaxle has
reached normal operating temperature (180°F.).
CAUTION: The use of any fluid exchanger that (10) To prevent dirt from entering transaxle, make
introduces additives into the transaxle is not rec- certain that dipstick is fully seated into the dipstick
ommended. opening.
(1) To perform the transaxle fluid exchange, the FLUID DRAIN AND REFILL-DIFFERENTIAL
transaxle must be at operating temperature. Drive
the vehicle until it reaches full operating tempera-
SUMP
The differential fluid can be drained and filled
ture.
without having to remove the transaxle from the
(2) Obtain a suitable transaxle fluid exchanger
vehicle. Use only Mopart Fuel Saving 75W-90 petro-
and verify the tank is clean and dry.
leum based hypoid gear lubricant when replacing
(3) Fill the tank to the recommended fill capacity
fluid.
with Mopart ATF+4 Type 9602.
(4) Connect the machine to the vehicle following
REMOVAL
the manufacturers instructions. Perform the
(1) Raise vehicle on hoist.
exchange procedure following the instructions pro-
(2) Remove differential drain plug located on the
vided with the machine.
bottom of the differential housing. Allow the fluid to
(5) Once machine has completed the fluid
drain into an oil drain pan.
exchange. Check the fluid level and condition and fill
(3) Remove differential fill plug located on the dif-
to proper level with Mopart ATF+4 Type 9602. Refer
ferential side cover. This will assist the flow of fluid
to Fluid Level and Condition Check in this group for
from the drain plug hole.
the proper fluid “top-off” procedure.
NOTE: Verify that the transaxle cooler lines are INSTALLATION

tightened to proper specifications. Cooler line (1) Install drain plug into differential housing.
torque specification is 2 N•m (18 in. lbs.). Tighten drain plug to 7 N·m (60 in. lbs.)
(2) Fill differential with Mopart Fuel Saving
75W-90 petroleum based hypoid gear lubricant. The
DIPSTICK TUBE FLUID SUCTION METHOD fluid should be level with the bottom of the fill hole.
(1) When performing the fluid suction method, The differential capacity is.946 liters (32 ounces).
make sure the transaxle is at full operating temper-
ature. CAUTION: Overfilling the differential can result in
(2) To perform the dipstick tube fluid suction oil foaming and/or oil loss from the differential vent.
method, use a suitable fluid suction device (Vaculay (3) Install differential fill plug. Tighten fill plug to
or equivalent). 47 N·m (35 ft. lbs.).
(3) Insert the fluid suction line into the dipstick
tube. ALUMINUM THREAD REPAIR
Damaged or worn threads in the aluminum tran-
NOTE: Verify that the suction line is inserted to the saxle case and valve body can be repaired by the use
lowest point of the transaxle oil pan. This will of Heli-Coils, or equivalent. This repair consists of
ensure complete evacuation of the fluid in the pan. drilling out the worn-out damaged threads. Then tap
(4) Follow the manufacturers recommended proce- the hole with a special Heli-Coil tap, or equivalent,
dure and evacuate the fluid from the transaxle. and installing a Heli-Coil insert, or equivalent, into
(5) Remove the suction line from the dipstick tube. the hole. This brings the hole back to its original
(6) Pour four quarts of Mopart ATF+4 (Automatic thread size.
Transmission Fluid) Type 9602 through the dipstick Heli-Coil, or equivalent, tools and inserts are
opening. readily available from most automotive parts suppli-
(7) Start engine and allow to idle for at least one ers.
minute. Then, with parking and service brakes
applied, move selector lever momentarily to each FLUSHING COOLERS AND TUBES
position, ending in the park or neutral position. When a transaxle failure has contaminated the
(8) Check the transaxle fluid level and add an fluid, the oil cooler(s) must be flushed. The cooler
appropriate amount to bring the transaxle fluid level bypass valve in the transaxle must be replaced also.
The torque converter must also be replaced with an
exchange unit. This will insure that metal particles (12) Disconnect alligator clips from battery. Recon-
or sludged oil are not later transferred back into the nect flusher lines to cover plate, and remove flushing
reconditioned (or replaced) transaxle. adapters from cooler lines.
The recommended procedure for cooler flushing is
to use Tool 6906 Cooler Flusher. OIL PUMP VOLUME CHECK
Measuring oil pump output volume will determine
WARNING: WEAR PROTECTIVE EYEWEAR THAT if sufficient flow to the transmission oil cooler exists,
MEETS THE REQUIREMENTS OF OSHA AND ANSI and whether or not an internal transmission failure
Z87.1–1968. WEAR STANDARD INDUSTRIAL RUB- is present.
BER GLOVES. Verify that transmission fluid is at the proper
KEEP LIGHTED CIGARETTES, SPARKS, FLAMES, level. Refer to Fluid Level and Condition in this
AND OTHER IGNITION SOURCES AWAY FROM THE Group. If adding fluid is necessary, fill to the proper
AREA TO PREVENT THE IGNITION OF COMBUSTI- level with Mopart ATF+4 (Automatic Transmission
BLE LIQUIDS AND GASES. KEEP A CLASS (B) FIRE Fluid–Type 9602). The following procedure is to
EXTINGUISHER IN THE AREA WHERE THE check oil pump output volume:
FLUSHER WILL BE USED. (1) Disconnect the To cooler line at the oil cooler
KEEP THE AREA WELL VENTILATED. inlet and place a collecting container under the dis-
DO NOT LET FLUSHING SOLVENT COME IN CON- connected line (Fig. 39).
TACT WITH YOUR EYES OR SKIN: IF EYE CONTAM-
INATION OCCURS, FLUSH EYES WITH WATER FOR
15 TO 20 SECONDS. REMOVE CONTAMINATED
CLOTHING AND WASH AFFECTED SKIN WITH
SOAP AND WATER. SEEK MEDICAL ATTENTION.
(1) Remove cover plate filler plug on Tool 6906.

Fill reservoir 1/2 to 3/4 full of fresh flushing solution.
Flushing solvents are petroleum based solutions gen-
erally used to clean automatic transmission compo-
nents. DO NOT use solvents containing acids, water,
gasoline, or any other corrosive liquids.
(2) Reinstall filler plug on Tool 6906.
(3) Verify pump power switch is turned OFF. Con-
nect red alligator clip to positive (+) battery post.
Connect black (-) alligator clip to a good ground.
NOTE: When flushing transmission cooler and Fig. 39 Cooler Line Location
lines, ALWAYS reverse flush. 1 – FROM TRANSAXLE COOLER
2 – TO TRANSAXLE COOLER
(4) Connect the BLUE pressure line to the OUT-
LET (From) cooler line. CAUTION: With the fluid set at the proper level,
(5) Connect the CLEAR return line to the INLET fluid collection should not exceed (1) quart or inter-
(To) cooler line nal damage to the transmission may occur.
(6) Turn pump ON for two to three minutes to
flush cooler and lines. (2) Start engine and run at curb idle speed, with
(7) Turn pump OFF. the shift selector in neutral.
(8) Disconnect CLEAR suction line from reservoir (3) If one quart of ATF is collected in 20 seconds or
at cover plate. Disconnect CLEAR return line at less, flow is within acceptable limits. If fluid flow is
cover plate, and place it in a drain pan. intermittent or it takes more than 20 seconds to col-
(9) Turn pump ON for 30 seconds to purge flush- lect one quart of ATF, refer to Hydraulic Pressure
ing solution from cooler and lines. Turn pump OFF. Tests in this Group.
(10) Place CLEAR suction line into a one quart (4) Inspect the cooler hose for damage. Replace if
container of Mopart ATF+4 (Automatic Transmission necessary.
Fluid—Type 9602). (5) Connect the To cooler hose to the oil cooler
(11) Turn pump ON until all transmission fluid is inlet and torque clamp to 2 N·m (20 in. lbs.) torque.
removed from the one quart container and lines. This (6) Refill the transaxle to proper level with
purges any residual cleaning solvent from the trans- Mopart ATF+4 (Automatic Transmission Fluid–Type
mission cooler and lines. Turn pump OFF. 9602).
TRANSAXLE QUICK LEARN PROCEDURE REMOVAL AND INSTALLATION

The quick learn procedure requires the use of the
DRB scan tool. GEARSHIFT CABLE–COLUMN SHIFT
This program allows the electronic transaxle sys-
tem to recalibrate itself. This will provide the best REMOVAL
possible transaxle operation. The quick learn proce- (1) Place vehicle in park, and turn ignition key to
dure should be performed if any of the following pro- the “LOCK” position (Fig. 40).
cedures are performed:
• Transaxle Assembly Replacement
• Transmission Control Module Replacement
• Solenoid/Pressure Switch Assembly Replacement
• Clutch Plate and/or Seal Replacement
• Valve Body Replacement or Recondition
To perform the Quick Learn Procedure, the follow-
ing conditions must be met:
• The brakes must be applied
• The engine speed must be above 500 rpm
• The throttle angle (TPS) must be less than 3
degrees
• The shift lever position must stay until
prompted to shift to overdrive
• The shift lever position must stay in overdrive Fig. 40 Ignition Key/Switch Position
after the Shift to Overdrive prompt until the DRB 1 – ACC
indicates the procedure is complete 2 – LOCK
• The calculated oil temperature must be above 3 – OFF
60° and below 200° 4 – ON/RUN
(1) Plug the DRB scan tool into the data link con- 5 – START
nector. The connector is located under the instrument
panel. (2) Remove under panel silencer/duct assembly
(2) Go to the Transmission screen. (Fig. 41).
(3) Go to the Miscellaneous screen. (3) Remove column cover screws (Fig. 42).
(4) Select Quick Learn Procedure. Follow the (4) Tilt column down and remove upper half of col-
instructions of the DRB to perform the Quick Learn umn cover (Fig. 43).
Procedure. (5) Tilt the column to the uppermost postion and
remove the tilt lever (Fig. 44).
PINION FACTOR PROCEDURE
The vehicle speed readings for the speedometer are
taken from the output speed sensor. The TCM must
be calibrated to the different combinations of equip-
ment available. Pinion Factor allows the technician
to set the Transmission Control Module initial set-
ting so that the speedometer readings will be correct.
Failure to perform this procedure will cause a No
Speedometer Operation condition.
This procedure must be performed if the Transmis-
sion Control Module has been replaced.
To properly read or reset the Pinion Factor, it is
necessary to use a DRB scan tool. Perform the follow-
ing steps with the DRB scan tool to read or reset the
Pinion Factor:
(1) Plug the DRB scan tool into the data link con-
nector located under the instrument panel.
(2) Select the Transmission menu.
Fig. 41 Panel Removal/Installation
1 – SILENCER/DUCT ASSEMBLY
(3) Select the Miscellaneous menu.
(4) Select Pinion Factor. Then follow the instruc-
tions on the DRB scan tool screen.
REMOVAL AND INSTALLATION (Continued)
Fig. 42 Lower Column Cover Screw Removal/ Fig. 44 Tilt Lever Screw Removal/Installation
Installation 1 – STEERING WHEEL
1 – LOWER COLUMN COVER 2 – TURN SIGNAL LEVER
2 – STEERING WHEEL 3 – TILT LEVER
4 – SCREWDRIVER
Fig. 43 Upper Column Removal/Installation

1 – STEERING WHEEL Fig. 45 Lower Column Cover Removal/Installation
2 – UPPER COLUMN COVER
1 – LOWER COLUMN COVER
3 – GEAR SHIFT HANDLE
(10) Unseat the cable grommet from the firewall

(6) Remove the ignition key and remove lower col-
(Fig. 49) and pull the shift cable from the interior of
umn cover (Fig. 45).
the vehicle.
(7) Remove cable from shift pin (Fig. 46).
(11) Raise vehicle on hoist and unbolt fill tube
(8) Remove cable retainer clip from shift cable con-
bracket. Rotate fill tube to gain access to the inte-
duit bracket (Fig. 46).
grated shift cable clamp.
CAUTION: Column must be tilted fully upward to (12) Disconnect cable from routing bracket as
remove cable retainer clip. shown in (Fig. 48).
(13) Remove shift cable retaining nut and slide
(9) Raise hood. From inside the engine compart- cable assy. off of mounting stud (Fig. 49).
ment, remove the gear shift cable from the cable (14) Disconnect shifter cable from shift lever
bracket (Fig. 47). assembly at transaxle (Fig. 49).
(15) Remove cable from vehicle.
Fig. 48 Cable Routing Bracket—(3.2L/3.5L Shown/

2.7L Similar)
1 – BRACKET
2 – CABLE
Fig. 46 Column Gear Shift Cable—Removal/

Installation
1 – CONDUIT BRACKET
2 – RETAINER CLIP
3 – GEARSHIFT CABLE
4 – SHIFT PIN
Fig. 47 Throttle/Gearshift Cable Bracket

1 – CABLE BRACKET
Fig. 49 Gearshift Cable Removal
1 – CABLE
3 – THROTTLE CABLE
2 – FIREWALL
3 – WASHER
INSTALLATION 4 – SHIFT LEVER
(1) Make sure transaxle shift lever is in “park.” 5 – NUT
6 – STUD
This is the most rearward position. Verify park sprag
is fully engaged by rotating either a tire or an axle
shaft. (3) Verify that the washer (Fig. 49) is still in place
(2) Position cable in vehicle and connect cable end on the cable mounting stud. Install cable to transaxle
to the transaxle shift lever (Fig. 49). and tighten nut to 28 N·m (250 in. lbs.).
(4) Rotate fill tube to original location. Install and
tighten fill tube bracket bolt.
(5) Install cable “push pin” into bracket as shown
in (Fig. 48).
(6) Route transaxle shift cable through hole in
dash panel (Fig. 49) (Fig. 50).
(7) Lubricate cable grommet with a synthetic
lubricant (or equivalent) and secure to hole. Verify
that it is seated by pulling outward on cable.
(8) Install cable into throttle/gearshift cable
bracket (Fig. 47).
(9) Inside the vehicle, route the gearshift between
the left a/c duct and the left lower heat duct (Fig. 50)
and up to the steering column.
Fig. 51 Shift Cable Adjuster Lock

1 – SHIFTER PIN
2 – CABLE ADJUSTER LOCK
3 – SHIFT CABLE
GEARSHIFT CABLE–FLOOR SHIFT

REMOVAL
(1) Using suitable size allen wrench, remove the
shift handle retaining screw (Fig. 52).
Fig. 50 Shift Cable Routing

1 – LH A/C DUCT OUTLET
2 – LH LOWER HEAT DUCT
(10) Tilt steering column all the way up and make

sure shift lever is still in “park.”
(11) Connect transaxle shift cable to shift cable
conduit bracket and secure with new clip (Fig. 46).
(12) Attach shift cable to attaching stud (pin) (Fig.
46) by snapping into place. Fig. 52 Shift Handle Retaining Screw
1 – GEARSHIFT KNOB
(13) Move the steering column to full tilt down-
2 – HEX WRENCH
ward. Put the column shifter in park with key
removed.
(14) Adjust cable by rotating the adjuster into lock (2) Remove shift handle from shifter assy.
position (Fig. 51). The adjuster will click when lock is (3) Remove console bezel from vehicle.
fully adjusted. (4) Loosen nut on shift cable adjust lever (Fig. 53).
(15) Reinstall upper and lower steering column (5) Remove retaining clip from shift cable conduit
shrouds (Fig. 43) (Fig. 45). Then install underpanel bracket (Fig. 54).
silencer/duct. (6) Disconnect shifter cable from cable attach stud
(16) Check shifter for proper operation. It should (pin) (Fig. 54).
operate smoothly without binding. The engine starter (7) Remove cable from center console routing.
should crank in park or Neutral positions only. Leave flat on floor for ease of removal.
Fig. 53 Shift Cable Adjust Lever Nut Fig. 55 Throttle/Gearshift Cable Bracket
1 – CONSOLE 1 – CABLE BRACKET
2 – ACCESS HOLE 2 – GEARSHIFT CABLE
3 – SHIFTER HANDLE 3 – THROTTLE CABLE
Fig. 54 Floor Gearshift Cable Removal/Installation

1 – CUP
2 – CABLE
4 – PIN
Fig. 56 Gearshift Cable Removal/Installation

(8) Raise hood. Remove gearshift cable from throt- 1 – CABLE
tle/gearshift cable bracket (Fig. 55) 2 – FIREWALL
(9) Unseat cable grommet at firewall and remove 3 – WASHER
cable from interior of vehicle (Fig. 56). 4 – SHIFT LEVER
(10) Raise vehicle on hoist and disconnect fill tube 5 – NUT
bracket from transaxle. Rotate fill tube to gain access 6 – STUD
to shift cable clamp.
(11) Remove cable from routing bracket (Fig. 57). (13) Disconnect shifter cable from shift lever
(12) Remove cable-to-transaxle nut and slide cable assembly at transaxle (Fig. 56).
off of stud (Fig. 56). (14) Remove cable from underneath vehicle.
Fig. 57 Gearshift Cable Routing Bracket

1 – BRACKET
2 – CABLE
Fig. 58 Gearshift Cable Routing
1 – LH A/C DUCT OUTLET
INSTALLATION 2 – LH LOWER HEAT DUCT
(1) Make sure transaxle shift lever is in “Park.” 3 – GEARSHIFT CABLE
This is the most rearward position. Verify park sprag
is fully engaged by rotating either a tire or an axle
shaft. FLOOR SHIFTER
(2) Position cable in vehicle and connect cable end
to the transaxle shift lever (Fig. 56). REMOVAL
(3) Verify that the washer (Fig. 56) is still in place (1) Remove shifter handle and console bezel.
on the cable mounting stud. Install cable to transaxle (2) If equipped with Autostick, disconnect the
and tighten nut to 28 N·m (250 in. lbs.). Autostick switch connector.
(4) Rotate fill tube to original location. Install and (3) Loosen adjuster nut on shifter adjuster (Fig.
tighten fill tube bracket bolt. 59).
(5) Install cable “push pin” into bracket as shown
in (Fig. 55).
(6) Route transaxle shift cable through hole in
dash panel (Fig. 56) (Fig. 58).
(7) Lubricate cable grommet with a synthetic
lubricant (or equivalent) and secure to hole. Verify
that it is seated by gently pulling outward on cable.
(8) Install cable into throttle/gearshift cable
bracket (Fig. 55).
(9) Inside the vehicle, route the gearshift cable
between the left a/c duct and the left lower heat duct
(Fig. 58) and towards the gearshift mechanism.
(10) Route cable through hole in shifter conduit
bracket and attach to cable attaching shift pin by
snapping into place (Fig. 54).
(11) Install a new clip onto the cable at the shifter
bracket (Fig. 54). Fig. 59 Shift Cable Adjust Lever Nut
(12) Tighten the adjuster nut (Fig. 53). 1 – CONSOLE
(13) Reinstall console bezel and shifter handle. 2 – ACCESS HOLE
Firmly press the shifter handle downward and 3 – SHIFTER HANDLE
tighten the screw (Fig. 52).
(14) Check shifter for proper operation. It should
operate smoothly without binding. The starter should (4) Disconnect shifter cable from shift pin (Fig. 60)
crank in Park or Neutral only. and disconnect cable from shifter assembly bracket.
Fig. 60 Shift Cable Removal/Installation Fig. 62 Shifter Assembly Removal/Installation

1 – CUP 1 – NUT
2 – CABLE 2 – SHIFTER ASSEMBLY
4 – PIN
INSTALLATION
(1) Install shifter assembly (Fig. 62).
(5) Disconnect interlock cable from shifter base (2) Install five shifter/cable bracket to floor pan
slot (Fig. 61). Be careful not to break tab on interlock nuts and tighten to 31 N·m (23 ft. lbs.).
cable conduit end fitting. (3) Make sure shift lever and transaxle are in
“Park.”
CAUTION: Park sprag must be engaged when

adjusting linkage. Rock vehicle back and forth to
ensure that park sprag is fully engaged.
(4) With the ignition in the lock position, attach

shift cable eyelet to shift pin (Fig. 60).
(5) Install shift cable to shifter assembly bracket
(Fig. 60).
(6) Slip interlock cable core wire into interlock
adjustment lever groove (Fig. 61). Make sure the
interlock cable slug is seated in the groove.
(7) Slip interlock cable conduit end fitting into
bracket and snap into place (Fig. 61).
(8) If equipped with Autostick, connect the Auto-
stick connector.
(9) Adjust gear shift and interlock cables.
NOTE: Gearshift and interlock cables MUST be

Fig. 61 Interlock Cable Removal/Installation adjusted. Refer to the Adjustments section in this
1 – LOCKING CLIP Group for the correct procedures.
2 – INTERLOCK CABLE
3 – BRACKET
4 – SHIFT ASSEMBLY
INTERLOCK CASSETTE
The interlock cassette slides into the housing
(6) Remove the five floor pan attaching nuts from behind the lock cylinder (Fig. 63). The cable at the
the shifter base and shift cable bracket (Fig. 62). rear of the cassette attaches to a locking arm on the
(7) Remove shifter assembly from vehicle (Fig. 62). shifter mechanism. The column shift interlock
system is only adjusted after installing a new (2) With the shifter in Park and the key removed,
cassette. It can’t be adjusted more than once. If install the cable over the hook on locking arm of the
the system operates incorrectly, install and shifter mechanism.
adjust a new interlock cassette. (3) Slide the cassette into the housing until it locks
in place.
(4) To adjust the interlock system, push the adjust-
ment tab in until it stops (Fig. 65). The adjustment
tab will click as it moves into position. Ensure the
tab is fully depressed.
Fig. 63 Ignition Interlock Cassette–Column Shift

1 – RELEASE TAB
2 – LOCK CYLINDER
3 – INTERLOCK CASSETTE
Fig. 65 Ignition Interlock Adjustment Tab–Column
Shift
REMOVAL 1 – LOCK CYLINDER HOUSING
(1) Depress the tab on the top of the cassette. 2 – INTERLOCK CASSETTE
(2) Slide the interlock cassette out of the housing. 3 – ADJUSTMENT TAB
(3) Remove the cable from the locking arm on the
shifter mechanism.
BRAKE TRANSMISSION SHIFT INTERLOCK
INSTALLATION SOLENOID (COLUMN)
(1) Ensure the latch rotates freely on the shifter
gate (Fig. 64). NOTE: The following procedure applies to vehicles
with steering column mounted shift levers only.
REMOVAL
(1) Remove the fuse panel cover from the left end
of the instrument panel (Fig. 66).
(2) Remove the two screws behind the fuse panel
cover attaching the lower instrument panel cover to
the instrument panel (Fig. 67).
(3) Remove the lower instrument panel cover. The
lower instrument panel cover is attached by retain-
ing clips along the top and right edge.
NOTE: The upper shroud on this steering column

is retained to the steering column by a snap fit to
the lower shroud. When removing the upper shroud
Fig. 64 Latch and Shifter Gate from the steering column lower shroud, DO NOT
1 – LATCH
use a hard or sharp tool. This will damage the
2 – SHIFTER GATE shrouds. If a tool must be used, use a soft tool
3 – CASSETTE CABLE such as a trim stick.
Fig. 66 Fuse Panel Cover Fig. 68 Tilt Lever

1 – FUSE PANEL COVER 1 – TILT LEVER
2 – INSTRUMENT PANEL 2 – LOWER SHROUD
Fig. 67 Lower Instrument Panel Cover Mounting Fig. 69 Lower Shroud Attaching Screws
Screws 1 – LOWER SHROUD
1 – MOUNTING SCREWS 2 – MOUNTING SCREWS
2 – INSTRUMENT PANEL BRACKET
3 – LOWER INSTRUMENT PANEL COVER (7) Disconnect the wiring harness connector from
the brake transmission shift interlock (BTSI) sole-
(4) Remove the steering column upper shroud from noid (Fig. 70).
the steering column using the following procedure: (8) Remove the retainer clip from the end of the
First, on the right seam between the upper and lower BTSI solenoid (Fig. 71).
shrouds, push in on seam at the forward end. When (9) Slide the BTSI solenoid straight off the shift
the upper shroud unsnaps, pull the upper shroud lever mounting stud.
upward away from the lower. Repeat this procedure
on the opposite side of the column to release the INSTALLATION
upper shroud from the lower. Remove the upper (1) Align the flat inside the brake transmission
shroud from the steering column. shift interlock (BTSI) solenoid (Fig. 72) with the flat
(5) Remove the tilt lever (Fig. 68) from the steer- on the shift lever mounting stud.
ing column. (2) Slide the solenoid completely onto the shift
(6) Remove the 2 screws attaching the lower lever mounting stud aligning the plastic guide
shroud to the steering column (Fig. 69). Remove the formed into the solenoid housing with the flange on
lower shroud from the steering column. the shift lever mechanism bracket (Fig. 73).
Fig. 72 Flat Inside BTSI Solenoid

1 – GUIDES
2 – SOLENOID
3 – FLAT
Fig. 70 Solenoid Connector

1 – BTSI SOLENOID
2 – CONNECTOR
Fig. 73 Guide And Flange Alignment

1 – BRACKET FLANGE
2 – GUIDE
Fig. 71 Solenoid Retainer Clip Removal

1 – SOLENOID
2 – MOUNTING STUD
3 – RETAINER CLIP
(3) Install the retainer clip until it snaps into

place in the slot cut into the shift lever mounting
stud (Fig. 74).
(4) Verify the BTSI solenoid is locked in place and
will not slide off the mounting stud.
(5) Connect the wiring harness connector to the
BTSI solenoid.
(6) Verify the BTSI is operating properly. With the
ignition on (engine not running) and the parking Fig. 74 Solenoid Retainer Clip Installation
1 – SOLENOID
brake applied, try shifting the transmission shift
2 – MOUNTING STUD
lever out of the PARK position with and without the
3 – RETAINER CLIP
brake pedal being applied. The shift lever should
only shift out of PARK with the brake pedal being
depressed.
(7) Install the lower shroud (Fig. 69) on the steer-
ing column. Install and securely tighten the 2 screws
attaching the lower shroud to the steering column.
(8) Install the tilt lever (Fig. 68) on the steering
column.
(9) Install the upper shroud on the steering col-
umn by snapping it onto the lower shroud.
(10) Install the lower instrument panel cover.
(11) Install the two screws behind the fuse panel
cover attaching the lower instrument panel cover to
(12) Install the fuse panel cover on the left end of
BRAKE/TRANSMISSION SHIFT INTERLOCK Fig. 76 Panel Removal/Installation

CABLE (FLOOR) 1 – SILENCER/DUCT ASSEMBLY
REMOVAL
(1) Using suitable size allen wrench, remove the
gearshift knob retaining screw (Fig. 75).
Fig. 77 Lower Column Cover Screw Removal/

Installation
Fig. 75 Shift Handle Retaining Screw 2 – STEERING WHEEL
1 – GEARSHIFT KNOB
2 – HEX WRENCH
(10) Disconnect the BTSI solenoid connector.
(11) Depress the lock tab (Fig. 82) on the interlock
(2) Remove gearshift knob from shifter assy. cable and pull the cable out of the lock cylinder hous-
(3) Remove console bezel from vehicle. ing (Fig. 83).
(4) Remove under panel silencer/duct assembly (12) Remove interlock cable. Note cable routing so
(Fig. 76). it can be installed in the same manner.
(5) Remove column cover screws (Fig. 77).
(6) Tilt column down and remove upper half of col- INSTALLATION
umn cover (Fig. 78). (1) Ensure ignition switch is in the “ON/RUN”
(7) Tilt the column to the uppermost position and position (Fig. 84).
remove the tilt lever (Fig. 79). (2) Route the interlock cable into position as previ-
(8) Remove the ignition key and remove lower col- ously removed.
umn cover (Fig. 80). (3) Slide the steering column end of the interlock
(9) Remove the interlock cable from the shifter cable into the lock cylinder housing until it snaps
housing. Slide the cable out of the groove in the into place (Fig. 83).
interlock lever (Fig. 81). (4) Connect BTSI solenoid connector.
Fig. 78 Upper Column Removal/Installation

Fig. 80 Lower Column Cover Removal/Installation
1 – STEERING WHEEL
2 – UPPER COLUMN COVER
3 – GEAR SHIFT HANDLE
Fig. 79 Tilt Lever Screw Removal/Installation

1 – STEERING WHEEL
2 – TURN SIGNAL LEVER Fig. 81 Interlock Cable at Shifter
3 – TILT LEVER 1 – LOCKING CLIP
4 – SCREWDRIVER 2 – INTERLOCK CABLE
3 – BRACKET
4 – SHIFT ASSEMBLY
(5) Turn the ignition key to the “LOCK” position
(Fig. 84).
(6) Put the shifter in the PARK position. (10) If the interlock cable is being replaced,
(7) Slide the interlock cable core wire into the remove the lock pin. Allow the cable to adjust itself
groove on the lever (Fig. 81). Ensure the cable end to the correct position. Tighten the locking clip (Fig.
seats in the groove. 81) by pushing it down.
(8) Slip the cable into the shifter housing until it (11) If the interlock cable is being re-used, the lock
snaps into place. pin will not exist. Free adjustment by pulling out-
(9) Ensure the shift lever remains in PARK. Move ward on locking clip. The cable will index itself to the
the ignition key to the “LOCK” position and remove correct position. Tighten the locking clip by pushing
the key. Tilt the steering column to the full UP posi- it down.
tion. (12) Insert the ignition key and verify the ignition
interlock adjustment/operation. Refer to Description

1 – ACC
Fig. 82 Interlock Cable Locking Tab 2 – LOCK
1 – TAB 3 – OFF
2 – INTERLOCK CABLE 4 – ON/RUN
3 – LOCK CYLINDER HOUSING 5 – START
(2) Remove valve body assembly from vehicle.

Refer to Valve Body removal and Installation in this
group.
(3) Remove the manual shaft seal (Fig. 85).
Fig. 83 Interlock Cable Removal/Installation

1 – LOCK CYLINDER HOUSING
and Operation to determine intended operation. If Fig. 85 Manual Shaft Seal—Typical

adjustment is necessary, refer to Adjustments. 1 – SEAL
(13) Install the bezel on the shifter console. 2 – MANUAL SHAFT
(14) Install gearshift knob (Fig. 75).
(15) Install upper and lower covers from the steer-
(4) Remove manual shaft/TRS retaining screw
ing column (Fig. 77).
(Fig. 86).
(16) Install tilt lever (Fig. 79).
(5) Slide TRS off of manual valve shaft.
(17) Install the lower silencer panel (Fig. 76).
INSTALLATION
TRANSMISSION RANGE SENSOR (1) Install the TRS to the manual shaft. Make sure
TRS locating pin rests in manual valve bore slot.
REMOVAL
(1) Disconnect the TRS connector.
Fig. 87 Speed Sensor/Connector Location

1 – MANUAL SHIFT LEVER
3 – LONG STUB SHAFT
Fig. 86 Manual Shaft Retaining Screw 4 – INPUT SPEED SENSOR
1 – SCREW
2 – TRS
(2) Install the TRS/manual shaft retaining screw

and torque to 5 N·m (45 in. lbs.) torque (Fig. 86).
(3) Install the manual shaft seal (Fig. 85).
(4) Install valve body to transaxle. Refer to Valve
Body Removal and Installation in this group.
INPUT SPEED SENSOR

CAUTION: When disconnecting speed sensor con-
nector, be sure that the weather seal does not fall
off or remain in the old sensor.
NOTE: The input speed sensor is not interchange-

able with the output speed sensor.
REMOVAL
(1) Disconnect the input speed sensor connector Fig. 88 O-Ring Location
(Fig. 87). 1 – INPUT SPEED SENSOR
(2) Unscrew and remove the input speed sensor. 2 – O-RING
(3) Inpsect the speed sensor o-ring and replace if
necessary (Fig. 88). OUTPUT SPEED SENSOR
INSTALLATION CAUTION: When disconnecting speed sensor con-
(1) Verify o-ring is installed into position (Fig. 88). nector, be sure that the weather seal does not fall
(2) Install and tighten input speed sensor to 27 off or remain in the old sensor.
N·m (20 ft. lbs.) torque.
(3) Connect speed sensor connector (Fig. 87).
(4) Connect battery negative cable. NOTE: The output speed sensor is not interchange-
able with the input speed sensor.
REMOVAL (3) Connect speed sensor connector (Fig. 89).
(1) Disconnect the output speed sensor connector (4) Connect battery negative cable.
(Fig. 89).
TRANSMISSION CONTROL MODULE
REMOVAL
(1) Remove speed control servo (three fasteners).
(2) Remove windshield washer reservoir fill tube
fastener.
(3) Remove one nut and screw holding transmis-
sion control module bracket to vehicle.
(4) Lift control module and bracket to gain access
to 60-way connector.
(5) Loosen 60-way connector retaining screw,
located in the center of the 60 way connector. Then
disconnect the 60-way connector on transmission con-
trol module.
(6) Remove transmission control module mounting
screws and lift module from vehicle (Fig. 91).
Fig. 89 Speed Sensor/Connector Location
1 – MANUAL SHIFT LEVER
(2) Unscrew and remove the output speed sensor.

(3) Inpsect the speed sensor o-ring and replace if
necessary (Fig. 90).
Fig. 91 Transmission Control Module (TCM)—

Removal/Installation
1 – RADIATOR UPPER SUPPORT
2 – TCM
INSTALLATION
(1) Install transmission control module and tighten
mounting screws.
(2) Install 60 way connector. Tighten 60-way
retaining screw to 4 N·m (35 in. lbs.).
(3) Install one nut and screw holding transmission
Fig. 90 O-Ring Location
control module bracket to vehicle (Fig. 91). Torque
screw to 6 N·m (45 in. lbs.). Torque nut to 12 N·m
2 – O-RING
(107 in. lbs.) torque.
(4) Install windshield washer reservoir fill tube
INSTALLATION fastener.
(1) Verify o-ring is installed into position (Fig. 90). (5) Install speed control servo (three fasteners).
(2) Install and tighten output speed sensor to 27
N·m (20 ft. lbs.) torque.
TRANSMISSION CONTROL RELAY

REMOVAL
(1) Open hood and locate power distribution center
in the engine compartment.
(2) Remove power distribution center plastic cover.
(3) Pull relay out of power distribution center (Fig.
92).
Fig. 93 Solenoid Retaining Screws

1 – SOLENOID PACK
2 – SOLENOID RETAINING SCREWS
Fig. 92 Transmission Control Relay Location

1 – TRANSMISSION CONTROL RELAY
2 – PDC
3 – TCM
INSTALLATION
(1) To install, reverse removal procedure.
SOLENOID/PRESSURE SWITCH ASSEMBLY Fig. 94 Solenoid/Pressure Switch Assembly and

Screen
REMOVAL 1 – SOLENOID PACK
(1) Raise vehicle on hoist. 2 – VALVE BODY
(2) Remove valve body assembly from transaxle. 3 – SCREEN
Refer to Valve Body Removal and Installation in this
section for procedure. VALVE BODY
(3) Remove Solenoid/Pressure Switch Assembly
retaining screws from solenoid (Fig. 93). REMOVAL
(4) Remove Solenoid/Pressure Switch Assembly
(1) Disconnect the TRS wiring connector. The sole-
and screen from valve body (Fig. 94).
noid wiring connector can remain attached to the
case.
INSTALLATION (2) Disconnect the shift cable from the shift lever
(1) Install Solenoid/Pressure Switch Assembly and
(at the transaxle).
screen to the separator and transfer plates (Fig. 94).
(3) Move the shift lever clockwise as far as it will
(2) Install and tighten retaining screws (Fig. 93) to
go. This should be one position past the L position.
6 N·m (53 in. lbs.) torque.
Then remove the shift lever.
(3) Install valve body. Refer to Valve Body
(4) Remove transaxle pan bolts (Fig. 95).
Removal and Installation.
Fig. 95 Transaxle Oil Pan Bolts Fig. 97 Transaxle Oil Filter

1 – EXTENSION 1 – TRANSAXLE FILTER
2 – TRANSAXLE OIL PAN 2 – FILTER RETAINING CLIPS
3 – SOCKET
(5) Remove transaxle oil pan (Fig. 96). When rein-

stalling oil pan be sure that pan flange is clean and
oil free. Apply a 1/8 inch bead of Mopar Silicone
Sealer onto oil pan flange before installing.
Fig. 98 Valve Body Bolts

1 – EXTENSION
2 – SOCKET
3 – VALVE BODY
Fig. 96 Transaxle Oil Pan

CAUTION: The overdrive and underdrive accumula-
tors and springs may fall out when removing the
valve body.
(6) Remove oil filter from valve body (Fig. 97). It is
held in place by two clips.
INSTALLATION
CAUTION: The 42LE transaxle oil filter is not inter- (1) Install valve body into position and start bolts
changeable with the 41TE transaxle filter. Installa- (Fig. 99).
tion of a 41TE oil filter in a 42LE may cause (2) Torque valve body to transaxle case bolts (Fig.
transaxle damage. 98) to 12 N·m (105 in. lbs.) torque.
(3) Install transaxle oil filter (Fig. 97).
(7) Remove valve body bolts-to-case (Fig. 98). (4) Make sure oil pan and case rail are clean and
(8) Carefully remove valve body assembly from dry. Install an 1/8” bead of RTV to the transaxle oil
transaxle (Fig. 99). pan and install to case. Tighten bolts (Fig. 95) to 23
N·m (17 ft. lbs.).
Fig. 99 Valve Body From Transaxle Fig. 101 Overdrive Accumulator and Springs
1 – VALVE BODY 1 – OVERDRIVE ACCUMULATOR PISTON
3 – SEAL RING
4 – SEAL RING
Fig. 100 Underdrive Accumulator and Spring

3 – SEAL RING
4 – SEAL RING
Fig. 102 Accumulator Locations
1 – OVERDRIVE ACCUMULATOR LOCATION
(5) Lower vehicle and connect the TRS connector. 3 – LOW/REVERSE ACCUMULATOR
TRANSAXLE (6) Remove transaxle harness connectors at cowl

area.
REMOVAL (7) Remove upper bell housing stud nuts from bell
The transaxle can be removed without having to housing studs. Detach heater hose tube and throttle
remove the engine. body support bracket.
(1) Disconnect battery. (8) Remove upper bell housing studs.
(2) Remove wiper blades. (9) Lift vehicle on hoist.
(3) Remove right and left wiper module covers. (10) Loosen clamps at intersection of rear exhaust
(4) Remove steel cowl/strut support. system to front catalytic converter pipes.
(11) Separate rear exhaust from left catalytic con-
CAUTION: Be careful of sharp edges around cowl/
verter pipe and right extension pipe.
wiper area.
(12) Remove rear exhaust system.
(5) Remove engine air inlet tube.
(13) Remove nuts retaining exhaust pipes to trans-
mission mount.
(14) Loosen clamp at right extension at right cata-
lytic converter. Remove right extension.
(15) Disconnect crankshaft position sensor connec-
tor and remove sensor (Fig. 103). The sensor is
located on the upper right side of the transaxle bell
housing.
Fig. 104 Drive Shaft Removal

1 – TRANSAXLE DIFFERENTIAL
2 – DRIVE SHAFT
3 – PRY BAR
(24) Disconnect O2 sensor wiring and remove left

catalytic converter pipe.
(25) Unbolt starter assembly. Do not disconnect
wiring or completely remove the starter from the
Fig. 103 Crankshaft Position Sensor Location
vehicle. Allow the starter to sit between the engine
1 – CRANKSHAFT POSITION SENSOR
2 – DIFFERENTIAL COVER
and the frame.
(26) Remove engine oil pan collar.
(27) Remove torque converter bolts. The torque
(16) Remove dipstick tube. converter is indexed to the flex plate. Mark the
(17) Disconnect the gear selector cable from the torque converter location to ensure that the torque
transaxle. converter is reinstalled correctly.
(18) Disconnect transmission range sensor connec-
tor. Disconnect input and output speed sensor con- CAUTION: The drive plate to torque converter bolts
nector. and the drive plate to crankshaft bolts must not be
(19) Disconnect and plug transaxle cooler lines at reused. Install new bolts whenever these bolts are
the transaxle. removed.
(20) Remove lower control arm pinch bolts.
(21) Pry lower control arms down and out of steer- (28) Place a transmission jack under the transaxle.
ing knuckles. Secure the transaxle to the jack.
(29) Raise transaxle slightly to relieve the weight
CAUTION: Do not allow drive shaft or CV joint to on the rear transaxle mount.
hang freely. Internal joint damage may occur if
allowed to hang freely. NOTE: Bolts for the crossmember bridge are differ-
ent lengths, side to side.
CAUTION: Drive shaft retainer clips and seals (30) Remove rear crossmember bridge bolts.
located on the stub shafts must be replaced before (31) Remove rear mount adapter plate mounting
reinstalling drive shafts. bolts.
(32) Remove the rear crossmember bridge, mount,
(22) Using a pry bar, disconnect the inner tripod and adapter plate as an assembly.
joints from the transaxle (Fig. 104). (33) Lower the rear of the transaxle to gain access
(23) Pull bottom of knuckles and drive shafts out- to the bell housing bolts.
ward to allow clearance during transaxle removal. (34) Remove side bell housing bolts.
The drive shafts do not have to be completely (35) Remove dipstick tube from transaxle. Be pre-
removed from the vehicle. Do not allow the inner pared to plug the dipstick hole when removing dip-
tripod joints to hang unsupported or joint dam- stick to prevent fluid from spilling out of the
age may occur. transaxle.
(36) Remove connector on top of transaxle for sole-
noid pack.
(37) The transaxle can now be lowered from the
vehicle.
INSTALLATION
(1) When installing transaxle, reverse the above
procedure.
CAUTION: To prevent damage to the structural col-

lar, hand tighten all fasteners. This will ensure that
the collar is flush against transmission and oil pan
before torquing to specifications.
(2) If the torque converter is being replaced, apply

a light coating of grease to the crankshaft pilot hole.
(3) Inspect the drive plate for cracks before rein- Fig. 105 Oil Seal Removal
stalling transaxle. If any cracks are found replace the 1 – SPECIAL TOOL C-3981B
drive plate. Do not attempt to repair a cracked drive 2 – WRENCH
plate.
CAUTION: The bolts for the torque converter are a

new short-headed design. Bolts from previous year
vehicles cannot be used.
(4) Always use new torque converter to drive plate

bolts.
NOTE: If the transaxle assembly, TCM, solenoid

pack or clutch plates have been replaced, refer to
Quick Learn Procedure. This program will allow the
transmission control module to compensate for any
parts replaced in the electronic transaxle system.
(5) Check and/or adjust gearshift cable. Refer to

Shift Linkage in this section for procedure.
(6) Refill transaxle with Mopar ATF Plus 3 (Auto-
matic Transmission Fluid) Type 7176. Fig. 106 Oil Seal Installation
1 – TRANSAXLE BELL HOUSING
OIL PUMP SEAL REPLACEMENT 2 – SPECIAL TOOL C-4193A
The transaxle must be removed from the vehicle to 3 – LONG STUB SHAFT
replace this oil seal.
CAUTION: If the torque converter is being replaced,
REMOVAL apply a light coating of grease to the crankshaft
(1) Remove the transaxle from the vehicle. pilot hole. Also inspect the engine drive plate for
(2) Remove the torque converter from the tran- cracks. If any cracks are found replace the drive
saxle bellhousing. plate. Do not attempt to repair a cracked drive plate.
(3) Use special tool C-3981B to remove oil pump Always use new torque converter to drive plate
seal (Fig. 105). bolts.
INSTALLATION (3) Apply a light film of transmission oil to the
(1) Clean and inspect oil pump seal seat. Then torque converter hub and oil seal lips. Then install
install seal using special tool C-4193A (Fig. 106). torque converter into transaxle. Be sure that the hub
(2) Clean and inspect torque converter hub. If lugs mesh with the front pump lugs when installing.
nicks, scratches or hub wear are found, torque con- (4) Reinstall the transaxle into the vehicle.
verter replacement will be required.
TRANSFER SHAFT SEAL REPLACEMENT

If it has been diagnosed that one or both of the
transfer shaft seals are leaking, the following proce-
dure can be used to replace failed seals. This proce-
dure will allow the technician to replace the seals
without having to set backlash and measure differen-
tial bearing turning torque.
CAUTION: The transfer shaft rear shim, bearing

cups and cones, differential bearings and the differ-
ential adjusters must be reused to use this proce-
dure. If any of the items listed above require
replacement, refer to Differential Recondition sec-
tion of this manual.
(1) Remove transaxle from vehicle. Refer to Tran-

saxle Removal and Installation procedure in this sec- Fig. 108 Indexing Inner Adjuster
tion. 1 – INNER ADJUSTER
(2) Remove valve body from transaxle. 2 – ADJUSTER LOCK
(3) Remove solenoid connector from transaxle case. 3 – CROSS HAIR MARKS
(4) Remove long stub shaft from transaxle (Fig.
107).
Fig. 109 Indexing Outer Adjuster

Fig. 107 Long Stub Shaft Removal 1 – INDEXING MARKS
2 – STUB SHAFT
3 – OUTER ADJUSTER
2 – SPECIAL TOOL 6669
4 – ADJUSTER LOCK
3 – SLIDE HAMMER C-3752
(5) Index the inner differential adjuster with a CAUTION: Keep the inner adjuster for reinstalla-
cross hair as shown in (Fig. 108). tion.
CAUTION: If short stub shaft has corrosion, use (8) Remove the transfer shaft nut, rear cone, rear
caution when removing differential cover. Inspect cup, oil baffle, rear shim, transfer shaft and transfer
seal and shaft for damage after removal of cover. shaft seals. Refer to appropriate procedures within
Replace shaft and/or seal as required. this section for detailed removal and installation pro-
cedures if required.
(6) Index outer adjuster (Fig. 109). Remove lock
bracket and back out adjuster exactly one revolution. CAUTION: Keep rear shim and rear bearing cup
Then remove differential cover. cone for reinstallation.
(7) Remove The inner adjuster lock bracket. Then
remove the inner adjuster.
(9) Install transfer shaft, transfer shaft seals, oil
baffle, rear cup, rear shim, rear cone and a new nut.
Refer to appropriate procedures within this section
for detailed removal and installation procedures if
required.
(10) Install a new o-ring onto the inner adjuster.
(11) Lube inner adjuster threads and o-ring with
gear oil and reinstall to the cross haired index
marks.
(12) Reinstall the inner adjuster locking bracket.
(13) Install the differential carrier. Install stub
shaft seal protector.
(14) Install the differential cover/outer adjuster
assembly with Mopar Silicone Sealant applied.
Install and tighten differential cover bolts.
(15) Tighten the outer adjuster 3/4 of a turn. Seat
bearings by turning differential carrier three or four Fig. 110 Long Stub Shaft Removal
turns in both directions. Finish tightening the 1 – LONG STUB SHAFT
adjuster 1/4 turn to its index mark (original location). 2 – SPECIAL TOOL 6669
(16) Reinstall the outer adjuster locking bracket.
LONG STUB SHAFT SEAL REPLACEMENT

If it has been diagnosed that the long stub shaft
seal is leaking, the following procedure can be used
to replace failed seal. This procedure will allow the
replacement of the seals without having to set back-
lash and measure differential bearing turning torque.
CAUTION: The differential bearings and the differ-

ential adjusters must be reused in order to use this
procedure. If any of the items listed above require
replacement, this procedure cannot be used. Refer
to Differential Recondition section of this manual.
(1) Remove transaxle from vehicle. Refer to Tran-

saxle Removal and Installation procedure in this sec-
tion. Fig. 111 Stub Shaft Bearing C-clip
(2) Remove long stub shaft from transaxle (Fig. 1 – C-CLIP
110). 2 – LONG STUB SHAFT
To replace the long stub shaft bearing, install stub 3 – STUB SHAFT BEARING
shaft in soft-jawed vise. Remove the stub shaft bear-
ing C-clip (Fig. 111). Install bearing splitter onto the (4) Index outer adjuster (Fig. 115). Remove lock
shaft. Install Special Tool # P-334 under the bearing. bracket and back out adjuster exactly one revolution.
Using a shop press, remove the bearing from the Then remove differential cover.
stub shaft (Fig. 112). (5) Remove The inner adjuster lock bracket. Then
To install the stub shaft bearing, position new remove the inner adjuster.
bearing onto the stub shaft. Install stub shaft into
shop press. Position Special Tool # 6558 above bear- CAUTION: Keep the inner adjuster for reinstalla-
ing. Press bearing onto shaft (Fig. 113). tion.
(3) Index the inner differential adjuster with a
cross hair as shown in (Fig. 114). (6) Lube inner adjuster threads with gear oil and
reinstall to the cross haired index marks.
CAUTION: If short stub shaft has corrosion, use (7) Install the differential carrier. Then install
caution when removing differential cover. Inspect stub shaft seal protector.
seal and shaft for damage after removal of cover. (8) Install the differential cover/outer adjuster
Replace shaft and/or seal as required. assembly with sealant applied. Install and tighten
differential cover bolts.
Fig. 112 Remove Stub Shaft Bearing C-clip Fig. 114 Indexing Inner Adjuster
1 – BEARING SPLITTER 1 – INNER ADJUSTER
2 – STUB SHAFT BEARING 2 – ADJUSTER LOCK
3 – CROSS HAIR MARKS
Fig. 115 Indexing Outer Adjuster

1 – INDEXING MARKS
2 – STUB SHAFT
4 – ADJUSTER LOCK
(10) Reinstall long stub shaft, fill differential with

fluid and reinstall transaxle.
(11) After installing transaxle check transmission
Fig. 113 Install Bearing Onto Shaft side fluid level.
1 – TOOL 6558
2 – STUB SHAFT BEARING
3 – STUB SHAFT
SHORT STUB SHAFT SEAL REPLACEMENT
The following procedure can be used to replace the
short stub shaft seal without having to remove the
(9) Tighten the outer adjuster 3/4 of a turn. Seat transaxle from the vehicle. If the adjuster or bearing
bearings by turning differential carrier three or four located behind the adjuster require replacement, do
turns in both directions. Finish tightening the not use this procedure. Refer to Differential Recondi-
adjuster 1/4 turn to its index mark (original location). tion section of this manual.
(1) Place vehicle in neutral and lift vehicle on (6) Use special tool 6558 to remove old seal and
hoist. install new seal (Fig. 118).
(2) Remove short driveshaft.
(3) Index the outer adjuster (Fig. 116).
Fig. 118 Seal Removal and Installation

1 – ARBOR PRESS
2 – OUTER DIFFERENTIAL ADJUSTER
Fig. 116 Indexing Outer Adjuster 3 – O-RING
1 – INDEXING MARKS 4 – SPECIAL TOOL 6558
2 – STUB SHAFT
3 – OUTER ADJUSTER (7) Inspect stub shaft for corrosion (Fig. 119). If
4 – ADJUSTER LOCK
corrosion exists, wrap stub shaft with wax paper and
install seal protector over wax paper.
(4) Remove outer adjuster lock (Fig. 117).
Fig. 119 Stub Shaft Corrosion

1 – STUB SHAFT
2 – CORROSION AREA
(8) Lube O-ring, threads on adjuster, seal protector

and seal lips with gear oil before installing.
(9) Install outer adjuster into transaxle case and
Fig. 117 Outer Adjuster Lock Removal tighten adjuster within 10 ft. lbs. of the torque read-
1 – OIL SEAL ing recorded in step five.
2 – OUTER ADJUSTER (10) Rotate ring gear three or four revolutions in
3 – STUB SHAFT
both directions to seat differential bearings.
4 – SOCKET
(11) Continue tightening outer adjuster until index
5 – ADJUSTER LOCK
marks line up (original location).
(12) Install adjuster lock.
(5) Using special tool 6503 loosen outer adjuster, (13) Install new driveshaft retaining circlip and
then retighten to the index mark using a torque O-ring on stub shaft. Then reinstall driveshaft.
wrench. Record the amount of torque required to (14) Check fluid level in differential and adjust as
return the index marks to their original location. required.
Remove the adjuster. (15) Road test and recheck for leaks as required.
DISASSEMBLY AND ASSEMBLY (4) Remove Solenoid/Pressure Switch Assembly

from valve body (Fig. 122).
VALVE BODY
DISASSEMBLY
(1) Remove manual shaft seal.
(2) Remove manual shaft screw (Fig. 120).
Fig. 122 Solenoid/Pressure Switch Assembly

Location
1 – SOLENOID PACK
(5) Remove valve body stiffener plate (Fig. 123).
Fig. 120 TRS/Manual Shaft Retaining Screw

1 – SCREW
2 – TRS
(3) Remove Transmission Range Sensor (TRS) and

manual shaft (Fig. 121).
Fig. 123 Stiffener Plate

1 – STIFFENER PLATE
(6) Invert valve body assembly and remove trans-

fer plate-to-valve body screws (Fig. 124).
(7) Remove transfer/separator plate from valve
body (Fig. 125)
(8) Remove separator plate-to-transfer plate
Fig. 121 Manual Shaft/Rooster Comb and screws (Fig. 126).
Transmission Range Sensor (9) Remove separator plate from transfer plate
1 – TRANSMISSION RANGE SENSOR (Fig. 127).
2 – MANUAL SHAFT (10) Remove oil screen (Fig. 128) from transfer
3 – ROOSTER COMB plate.
DISASSEMBLY AND ASSEMBLY (Continued)
Fig. 126 Separator Plate-to-Transfer Plate Screws

Fig. 124 Transfer Plate-to-Valve Body Screws 1 – SEPARATOR PLATE
1 – SCREW (24) 2 – SCREW (2)
2 – TRANSFER PLATE 3 – TRANSFER PLATE
Fig. 125 Transfer Plate and Valve Body Fig. 127 Separator Plate
2 – VALVE BODY
(11) Remove thermal valve (Fig. 129) from transfer (13) Remove 2/4 accumulator assembly as shown
plate. in (Fig. 131).
(12) Remove valve body check balls. Note their (14) Remove dual retainer plate from valve body.
location for assembly ease (Fig. 130). Use special tool 6301 to remove plate (Fig. 132).
Fig. 128 Oil Screen Fig. 129 Thermal Valve

1 – OIL SCREEN 1 – THERMAL VALVE
Fig. 130 Ball Check Location

1 – (#4) BALL CHECK LOCATION 3 – (#5) BALL CHECK LOCATION

1 – VALVE BODY
3 – DETENT SPRING Fig. 133 Remove Regulator Valve Spring Retainer
4 – SPRINGS using Tool 6302
5 – SEALS 1 – TOOL 6302
6 – PISTON 2 – RETAINER
Fig. 132 Remove or Install Dual Retainer Plate

1 – TOOL 6301 Fig. 134 Remove Vent Reservoir Check Valve
2 – RETAINER Retainer
1 – RETAINER
(15) Remove regulator valve spring retainer (Fig.
133). (20) Cleanliness through entire disassembly and
(16) Remove the vent reservoir check valve assembly of the valve body cannot be overempha-
retainer (Fig. 134). sized. When disassembling, each part should be
(17) Remove vent reservoir check valve and spring washed in a suitable solvent, then dried by com-
(Fig. 135). pressed air. Do not wipe parts with shop towels.
(18) Remove remaining retainers as shown in (Fig. All mating surfaces in the valve body are accurately
136). machined; therefore, careful handling of all parts
(19) Remove valves and springs as shown in (Fig. must be exercised to avoid nicks or burrs.
137).
Fig. 135 Vent Reservoir Check Valve and Spring

1 – RETAINER Fig. 136 Valve Retainer Location
2 – SPRING 1 – RETAINER
3 – BALL 2 – RETAINER
Fig. 137 Springs and Valves Location

1 – VALVE BODY 6 – MANUAL VALVE
2 – T/C REGULATOR VALVE 7 – CONVERTER CLUTCH SWITCH VALVE
3 – L/R SWITCH VALVE 8 – SOLENOID SWITCH VALVE
4 – VENT RESERVOIR CHECK VALVE 9 – REGULATOR VALVE
5 – CONVERTER CLUTCH CONTROL VALVE
ASSEMBLY
(1) Install valves and springs as shown in (Fig.
137).
(2) Install regulator valve spring retainer (Fig.
138).
Fig. 140 Vent Reservoir Check Valve and Spring

1 – RETAINER
2 – SPRING
3 – BALL
(5) Install the vent reservoir check valve retainer

Fig. 138 Install Regulator Valve Spring Retainer (Fig. 141).
using Tool 6302
1 – TOOL 6302
2 – RETAINER
(3) Install dual retainer plate using Tool 6301 (Fig.

139).
Fig. 141 Install Vent Reservoir Check Valve Retainer

1 – RETAINER
(6) Verify that all retainers are installed as shown

in (Fig. 142). Retainers should be flush or below
valve body surface.
Fig. 139 Install Dual Retainer Plate using Tool 6301 (7) Install 2/4 Accumulator components as shown
1 – TOOL 6301
in (Fig. 143). Torque 2/4 Accumulator retainer plate
2 – RETAINER
to 5 N·m (45 in. lbs.).
(8) Install check balls into position as shown in
(4) Install vent reservoir check valve and spring (Fig. 144). If necessary, secure them with petrolatum
(Fig. 140). or transmission assembly gel for assembly ease.

1 – VALVE BODY
3 – DETENT SPRING
Fig. 142 Valve Retainer Location
4 – SPRINGS
1 – RETAINER
5 – SEALS
2 – RETAINER
6 – PISTON
Fig. 144 Ball Check Location

(9) Install thermal valve to the transfer plate (Fig.
145).
Fig. 147 Install Separator Plate to Transfer Plate

Fig. 145 Install Thermal Valve to Transfer Plate 2 – TRANSFER PLATE
1 – THERMAL VALVE
(10) Install oil screen to transfer plate (Fig. 146).
Fig. 148 Install Separator Plate-to-Transfer Plate

Screws
Fig. 146 Install Oil Screen to Transfer Plate 2 – SCREW (2)
1 – OIL SCREEN 3 – TRANSFER PLATE
(11) Install separator plate to transfer plate (Fig. (14) Install the transfer plate-to-valve body screws
147). (Fig. 150) and torque to 5 N·m (45 in. lbs.).
(12) Install the two separator plate-to-transfer (15) Install the stiffener plate (Fig. 151).
plate screws (Fig. 148). (16) Install the solenoid/pressure switch assembly
(13) Install the transfer plate to the valve body and to the transfer plate (Fig. 152) and torque to 6
(Fig. 149). N·m (53 in. lbs.).
Fig. 149 Install Transfer Plate to Valve Body Fig. 151 Install Stiffener Plate
1 – TRANSFER PLATE 1 – STIFFENER PLATE
2 – VALVE BODY
Fig. 152 Solenoid/Pressure Switch Assembly

1 – SOLENOID PACK
Fig. 150 Install Transfer Plate-to-Valve Body Screws

TRANSAXLE—DISASSEMBLY
Before disassembling transaxle, move the shift
1 – SCREW (24)
lever clockwise as far as it will go. This should be
one position past the L position. Then remove the
shift lever.
(17) Install the manual shaft/rooster comb and
transmission range sensor to the valve body (Fig. NOTE: Tag all clutch pack assemblies, as they are
153). removed, for reassembly identification.
(18) Install the TRS/manual shaft retaining screw
(Fig. 154) and torque to 5 N·m (45 in. lbs.).
(19) Install manual shaft seal. CAUTION: Do not intermix clutch discs or plates as
the unit might then fail.
End play specifications are.13 to.64 mm (.005 to.025
inch). Record indicator reading for reference when
reassembling the transaxle.
Fig. 153 Manual Shaft/Rooster Comb and

Transmission Range Sensor
1 – TRANSMISSION RANGE SENSOR
2 – MANUAL SHAFT
3 – ROOSTER COMB
Fig. 155 Measure Input Shaft End Play Using Tool
8266—Typical
1 – TOOL 8266–8
2 – TOOL 8266–2
3 – TOOL C-3339
Remove both speed sensors from transaxle case

(Fig. 156).
Fig. 154 TRS/Manual Shaft Retaining Screw

1 – SCREW
2 – TRS
Measuring input shaft end play before disassembly Fig. 156 Remove Input and Output Speed Sensor
will usually indicate when a #4 thrust plate change 1 – OUTPUT SPEED SENSOR
is required. The number 4 thrust plate is located 2 – INPUT SPEED SENSOR
behind the overdrive clutch hub. Attach a dial indi-
cator to transaxle bell housing with its plunger CAUTION: Do not handle the valve body by the
seated against end of input shaft (Fig. 155). Move manual shaft. Damage could result.
input shaft in and out to obtain end play reading.
Fig. 157 Remove Transaxle Oil Pan

Fig. 159 Remove Valve Body Bolts (17)
1 – EXTENSION
2 – SOCKET
3 – VALVE BODY
Fig. 158 Remove Transaxle Oil Filter

1 – TRANSAXLE FILTER
2 – FILTER RETAINING CLIPS
Fig. 160 Remove Valve Body From Transaxle
1 – VALVE BODY
NOTE: For valve body recondition procedure, refer
to Valve Body in this section.
CAUTION: Tag the springs for the Overdrive Accu-
mulator so that they are not confused with the
springs in the Low/Reverse Accumulator.
Fig. 161 Remove Underdrive Accumulator and

Spring
3 – SEAL RING Fig. 163 Accumulator Locations
4 – SEAL RING 1 – OVERDRIVE ACCUMULATOR LOCATION
Fig. 162 Remove Overdrive Accumulator and

Springs
1 – OVERDRIVE ACCUMULATOR PISTON Fig. 164 Remove Low/Reverse Accumulator
1 – SNAP RING
3 – SEAL RING
4 – SEAL RING
Fig. 165 Remove Low/Reverse Accumulator Plug Fig. 167 Low/Reverse Accumulator
1 – ACCUMULATOR PISTON
(Cover)
2 – SEAL RINGS
1 – ADJUSTABLE PLIERS
2 – PLUG
4 – (NOTE NOTCH)
NOTE: Remove driveshaft retainer clips from drive-

shafts.
Fig. 166 Remove Low/Reverse Accumulator Piston

1 – SEAL RINGS
2 – PISTON
3 – PISTON Fig. 168 Remove Long Stub Shaft Snap Ring
4 – PETROLATUM 1 – SNAP RING
5 – SUITABLE TOOL 2 – SNAP RING PLIERS
Fig. 169 Remove Long Stub Shaft From Bellhousing Fig. 171 Oil Pump Pullers
1 – LONG STUB SHAFT 1 – OIL PUMP
2 – SPECIAL TOOL 6669 2 – PULLERS
Fig. 172 Remove Oil Pump

Fig. 170 Remove Oil Pump Attaching Bolts 1 – “PUSH IN” ON INPUT SHAFT WHILE REMOVING PUMP
1 – BELLHOUSING
2 – OIL PUMP NOTE: To align oil pump during installation, use
threaded dowels or phillips screwdrivers.
Fig. 173 Remove Oil Pump Gasket Fig. 175 Measure Outer Gear to Pocket
1 – BELL HOUSING 1 – OUTER GEAR
2 – OIL PUMP GASKET 2 – POCKET
OIL PUMP INSPECTION (7) Align the Plastigage to a flat area on the reac-
When disassembling the transaxle it is necessary tion shaft support housing.
to inspect the oil pump for wear and damage. (8) Install the reaction shaft to the pump housing.
(1) Remove the reaction shaft support bolts. Tighten the bolts to 27 N. M (20 ft. lbs.)
(2) Remove reaction shaft support from pump (9) Remove bolts and carefully separate the hous-
housing (Fig. 174). ings. Measure the Plastigage following the instruc-
tions supplied.
(10) Clearance between outer gear side and the
reaction shaft support should be 0.020-0.046mm
(0.008-0.0018 in.). Clearance between inner gear side
and the reaction shaft support should be 0.020-
0.046mm (0.008-0.0018 in.).
CAUTION: By-pass valve must be replaced if trans-

mission failure occurs.
Fig. 174 Reaction Shaft Support

1 – PUMP HOUSING
2 – REACTION SHAFT SUPPORT
3 – PUMP GEARS
(3) Remove the pump gears and check for wear

and damage.
(4) Install the gears and check clearances.
(5) Measure the clearance between the outer gear
Fig. 176 Remove By-Pass Valve
and the pump pocket (Fig. 175). Clearance should be
1 – BY-PASS VALVE
0.045-0.141mm (0.0018-0.0056 in.)
(6) Position an appropriate piece of Plastigage
across both pump gears.
Fig. 179 Remove No. 4 Thrust Plate

Fig. 177 Remove No. 1 Caged Needle Bearing 1 – OVERDRIVE SHAFT ASSEMBLY
1 – #1 CAGED NEEDLE BEARING 2 – #4 THRUST PLATE (SELECT)
2 – NOTE: TANGED SIDE OUT 3 – 3 DABS OF PETROLATUM FOR RETENTION
Fig. 180 Remove Front Sun Gear Assembly

1 – FRONT SUN GEAR ASSEMBLY
2 – #4 THRUST WASHER (FOUR TABS)
Fig. 178 Remove Input Clutch Assembly

1 – INPUT CLUTCH ASSEMBLY
Fig. 181 Remove Front Carrier and Rear Annulus

Fig. 183 Number 7 Bearing
Assembly
1 – #7 BEARING
1 – #6 NEEDLE BEARING
2 – REAR SUN GEAR
2 – FRONT CARRIER AND REAR ANNULUS ASSEMBLY (TWIST
AND PULL OR PUSH TO REMOVE OR INSTALL).
Fig. 184 Remove 2/4 Clutch Retainer Snap Ring

1 – TOOL 5058
Fig. 182 Remove Rear Sun Gear 2 – SCREWDRIVER
1 – #7 NEEDLE BEARING 3 – SNAP RING
2 – REAR SUN GEAR 4 – 2/4 CLUTCH RETAINER
The number seven needle bearing has three antire- Stand trans upright on bellhousing.
versal tabs and is common with the number five and Chain cover must be free of old sealant, dirt and
number two position. The orientation should allow oil before applying new sealant. Apply a 1/8 inch
the bearing to seat flat against the rear sun gear bead of sealant to flange of cover.
(Fig. 183). A small amount of petrolatum can be used
to hold the bearing to the rear sun gear.
Fig. 185 Remove 2/4 Clutch Retainer Fig. 187 Remove 2/4 Clutch Return Spring
1 – 2/4 CLUTCH RETAINER 1 – 24 CLUTCH RETURN SPRING
Fig. 186 2/4 Clutch Retainer

Fig. 188 Remove 2/4 Clutch Pack
1 – 24 CLUTCH RETAINER
1 – CLUTCH PLATE (4)
2 – 24 CLUTCH RETURN SPRING
2 – CLUTCH DISC (4)
Fig. 189 Remove Tapered Snap Ring Fig. 191 Remove Low/Reverse Reaction Plate Snap
1 – LOW/REVERSE CLUTCH REACTION PLATE Ring
2 – LONG TAB 1 – SCREWDRIVER
3 – SCREWDRIVER 2 – LOW/REVERSE REACTION PLATE FLAT SNAP RING
4 – LOW/REVERSE TAPERED SNAP RING (TAPERED SIDE UP) 3 – DO NOT SCRATCH CLUTCH PLATE
5 – OIL PAN FACE
Fig. 190 Remove One Disc Fig. 192 Remove Low/Reverse Clutch Pack
1 – ONE DISC FROM LOW/REVERSE CLUTCH 1 – CLUTCH PLATES (5)
2 – CLUTCH DISCS (5)
Fig. 193 Remove Chain Cover Fig. 195 Remove Chain Snubber
1 – TRANSAXLE CASE 1 – CHAIN SNUBBER
2 – CHAIN COVER
Fig. 196 Remove Output Shaft Sprocket Snap Ring

Fig. 194 Remove Chain Oiler and Wave Washer
1 – CHAIN SNUBBER 1 – WAVE WASHER
2 – CHAIN OILER 2 – SNAP RING
CAUTION: Be sure to reinstall the chain snubber

and chain oiler when reassembling.
Fig. 197 Remove Transfer Shaft Sprocket Snap Ring Fig. 199 Remove Chains and Both Sprockets as an
and Wave Washer Assembly
1 – TRANSFER SHAFT 1 – CHAINS
2 – WAVE WASHER
3 – SNAP RING
4 – SNAP RING
5 – WAVE WASHER
CAUTION: The chain sprockets have a slip fit onto

the shafts. Apply only a slight amount of pressure
to the chain spreader to release the chain pressure.
If chain sprockets are not spread slightly, removal
or installation will be difficult. Overspreading of the
chain sprockets will also make sprocket removal
difficult.
Fig. 200 Output Sprocket Spacer

1 – OUTPUT SPROCKET SPACER
2 – VENT BAFFLE
3 – OUTPUT SHAFT
Remove main sump baffle from transaxle case (Fig.

201).
CAUTION: Failure to grind and open stakes of the

output shaft nut and transfer shaft nut will result in
thread damage to the shafts during nut removal.
Fig. 198 Install Chain Spreader
1 – OUTPUT SPROCKET
2 – SPECIAL TOOL 6550 WARNING: WEAR SAFETY GOGGLES WHILE
3 – TRANSFER SPROCKET GRINDING STAKE NUTS.
Fig. 201 Main Sump Vent Baffle Location Fig. 203 Stake Grinding Pattern
1 – OUTPUT SHAFT NUT 1 – TRANSFER SHAFT
2 – MAIN SUMP VENT BAFFLE 2 – TRANSFER SHAFT NUT
3 – TRANSFER SHAFT NUT
5 – VENT BAFFLE RETAINING SCREW
Using a small chisel, carefully open stakes on nut
6 – OUTPUT SHAFT (Fig. 204).
Using a die grinder or equivalent, grind the stakes

in the shoulder of the shaft nuts as shown in (Fig.
202) and (Fig. 203). Do not grind all the way through
the nut and into the shaft. There are two stakes on
each nut.
Fig. 204 Opening Nut Stakes

1 – CHISEL
2 – NUT STAKE
Use special tool 6497 and 6498 to remove the

transfer shaft nut or the output shaft nut (Fig. 205).
Note that your breaker bar will turn clockwise to
Fig. 202 Grinding Stakes
remove the nut and counter clockwise to install the
2 – GRIND HERE
nut.
3 – GRIND HERE Use special tool 6596 to remove front output shaft
4 – NUT STAKE bearing cup (Fig. 207).
Fig. 205 Remove Output Shaft Nut

Fig. 207 Remove Front Bearing Cup
1 – ARBOR PRESS
3 – BREAKER BAR
Fig. 206 Use Arbor Press to Remove Output Shaft

from Case
1 – OUTPUT SHAFT
2 – ARBOR PRESS
Fig. 208 Remove Rear Bearing Cup

Use special tool 6597 and handle C-4171 and 1 – SPECIAL TOOL 4171 AND 4171–2
C-4171-2 to press rear output shaft bearing cup rear- 2 – SPECIAL TOOL 6597
ward (Fig. 208).
Fig. 211 Compressor Tool in Use

1 – LOW/REVERSE CLUTCH RETURN SPRING
2 – SNAP RING (INSTALL AS SHOWN)
3 – TOOL 5058A-3
4 – TOOL 5059A
Fig. 209 Remove Rear Carrier Front Bearing Cone

1 – SPECIAL TOOL 5048–1
3 – REAR CARRIER
Fig. 212 Remove Snap Ring

1 – SNAP RING OPENING MUST BE BETWEEN SPRING
LEVERS (AS SHOWN)
2 – SNAP RING PLIERS
3 – SPECIAL TOOL 5059A
Fig. 210 Low/Reverse Spring Compressor Tool

1 – TOOL 6057
2 – TOOL 5059
3 – TOOL 5058–3
Fig. 213 Low/Reverse Piston Return Spring Fig. 215 Anchor Shaft Removal
1 – LOW/REVERSE PISTON RETURN SPRING 1 – PIN PUNCH
2 – PISTON 2 – GUIDE BRACKET ASSEMBLY
NOTE: Using a pin punch, drive out guide bracket

pivot shaft.
Fig. 214 Remove Parking Sprag Pivot Retaining

Screw
2 – PARKING SPRAG PIVOT RETAINING SCREW Fig. 216 Guide Bracket Pivot Shaft
1 – PIVOT PIN
2 – GUIDE BRACKET ASSEMBLY
Fig. 219 Remove Piston Retainer Attaching Screws

Fig. 217 Guide Bracket Disassembled
1 – LOW/REVERSE CLUTCH PISTON RETAINER
1 – GUIDE BRACKET
2 – SCREWDRIVER
2 – PAWL
3 – TORX-LOC SCREWS
3 – SPLIT SLEEVE
4 – SPACER
5 – STEPPED SPACER
6 – ANTIRATCHET SPRING
Fig. 220 Remove Piston Retainer

2 – GASKET
Fig. 218 Remove Low/Reverse Clutch Piston
1 – LOW/REVERSE CLUTCH PISTON
2 – LIP SEAL
3 – LIP SEAL
(3) Remove the pump gears (Fig. 223) and check
for wear and damage.
Fig. 221 Remove Piston Retainer Gasket

1 – GASKET HOLES MUST LINE UP
2 – LOW/REVERSE CLUTCH PISTON RETAINER GASKET
At this point the Centerline of the transaxle has

been removed. If the condition for disassembly did
not pertain to the differential, it’s disassembly may Fig. 223 Oil Pump Assembly
not be required. Inspect the rear transfer shaft area 1 – PUMP HOUSING
and the transfer shaft seal area for contamination. If 2 – OUTER PUMP GEAR
evidence of contamination is present, replace the rear 3 – INNER PUMP GEAR
transfer shaft bearing and/or the transfer shaft seal. 4 – REACTION SHAFT SUPPORT
5 – SEAL RINGS (4)
OIL PUMP 6 – REACTION SHAFT
7 – CRESCENT
DISASSEMBLY, INSPECTION, & ASSEMBLY
When disassembling the transaxle it is necessary (4) Re-install the gears and check clearances.
to inspect the oil pump for wear and damage. (5) Measure the clearance between the outer gear
(1) Remove the reaction shaft support bolts. and the pump pocket (Fig. 224). Clearance should be
(2) Remove reaction shaft support from pump 0.045-0.141mm (0.0018-0.0056 in.).
housing (Fig. 222).
Fig. 222 Reaction Shaft Support Fig. 224 Measure Outer Gear to Pocket
1 – PUMP HOUSING 1 – OUTER GEAR
2 – REACTION SHAFT SUPPORT 2 – POCKET
3 – PUMP GEARS
(6) Position an appropriate piece of Plastigage
across both pump gears.
(7) Align the Plastigage to a flat area on the reac-
tion shaft support housing.
(8) Install the reaction shaft to the pump housing.
Tighten the bolts to 27 N·M (20 ft. lbs.).
(9) Remove bolts and carefully separate the hous-
ings. Measure the Plastigage following the instruc-
tions supplied.
(10) Clearance between outer gear side and the
reaction shaft support should be 0.020-0.046 mm
(0.008-0.0018 in.). Clearance between inner gear side
and the reaction shaft support should be 0.020-0.046
mm (0.008-0.0018 in.).
INPUT CLUTCH ASSEMBLY

Fig. 226 Reverse Clutch Snap Ring
DISASSEMBLY 1 – REACTION PLATE
(1) Mount input clutch assembly to Input Clutch 2 – SCREWDRIVER
Pressure Fixture (Tool 8391). 3 – REVERSE CLUTCH SNAP RING (SELECT)
(2) Tap down reverse clutch reaction plate to
release pressure from snap ring (Fig. 225).
Fig. 227 Pry Reverse Clutch Reaction Plate

1 – REVERSE CLUTCH REACTION PLATE
Fig. 225 Tapping Reaction Plate
2 – SCREWDRIVER
1 – #4 THRUST PLATE (SELECT)
3 – SCREWDRIVER
2 – TAP DOWN REVERSE CLUTCH REACTION PLATE TO
REMOVE OR INSTALL SNAP RING
3 – INPUT SHAFT CLUTCHES RETAINER ASSEMBLY
(5) Remove the reverse clutch pack (two fibers/one
steel) (Fig. 229).
(3) Remove reverse clutch snap ring (Fig. 226). NOTE: Tag reverse clutch pack for reassembly
(4) Pry up and remove reverse clutch reaction identification.
plate (Fig. 227) (Fig. 228).
Fig. 228 Reverse Clutch Reaction Plate Fig. 230 OD/Reverse Reaction Plate Snap Ring
1 – REVERSE CLUTCH REACTION PLATE (INSTALL FLAT SIDE 1 – OD/REVERSE PRESSURE PLATE
DOWN) 2 – SCREWDRIVER
3 – OD/REVERSE PRESSURE PLATE SNAP RING
Fig. 229 Reverse Clutch Pack

1 – REVERSE CLUTCH PLATE Fig. 231 OD/Reverse Reaction Plate
2 – REVERSE CLUTCH DISC 1 – OD/REVERSE PRESSURE PLATE (STEP SIDE DOWN)
2 – (STEP SIDE DOWN)
(6) Remove the OD/Reverse reaction plate snap

ring (Fig. 230). (8) Remove OD/Reverse reaction plate wave snap
(7) Remove OD/Reverse reaction plate (Fig. 231). ring (Fig. 232).
Fig. 232 Waved Snap Ring Fig. 234 Overdrive Clutch Pack
1 – OVERDRIVE SHAFT ASSEMBLY 1 – OVERDRIVE CLUTCH PLATE
2 – OD/REVERSE CLUTCH WAVED SNAP RING 2 – OVERDRIVE SHAFT ASSEMBLY
3 – SCREWDRIVER 3 – OVERDRIVE CLUTCH DISC
(9) Remove OD shaft/hub and OD clutch pack (Fig. (10) Remove and inspect #3 & #4 thrust washers
233) (Fig. 234). (Fig. 235).
NOTE: Tag overdrive clutch pack for reassembly

identification.
Fig. 235 #3&4 Thrust Washers

1 – #3 THRUST PLATE (3 TABS)
2 – OD SHAFT ASSEMBLY
Fig. 233 Remove OD Clutch Pack 3 – #4 THRUST PLATE (3 SLOTS)
1 – OVERDRIVE SHAFT ASSEMBLY AND OD CLUTCH PACK
2 – #3 THRUST PLATE (11) Remove the underdrive shaft assembly (Fig.
3 – #3 THRUST WASHER
236).
4 – UNDERDRIVE SHAFT ASSEMBLY
(12) Remove the #2 needle bearing (Fig. 237).
Fig. 236 Underdrive Shaft Assembly Fig. 238 OD/UD Reaction Plate Tapered Snap Ring
1 – #3 THRUST WASHER (5 TABS) 1 – OVERDRIVE/UNDERDRIVE CLUTCHES REACTION PLATE
TAPERED SNAP RING
2 – UNDERDRIVE SHAFT ASSEMBLY
2 – SCREWDRIVER (DO NOT SCRATCH REACTION PLATE)
NOTE: The OD/UD clutch reaction plate has a step

on both sides. Install the OD/UD clutches reaction
plate tapered step side up.
(14) Remove the OD/UD reaction plate (Fig. 239).
Fig. 237 No. 2 Needle Bearing

1 – #2 NEEDLE BEARING (NOTE 3 TABS)
NOTE: The OD/UD Reaction Plate, Snap Rings, and

Input Clutches Retainer is not interchangeable with
previous year 41TE components. The snap rings Fig. 239 OD/UD Reaction Plate
are thicker and the position of the ring lands have 1 – OD/UD CLUTCH REACTION PLATE (STEP SIDE DOWN)
changed.
(13) Remove the OD/UD reaction plate tapered (15) Remove the first UD clutch disc (Fig. 240).
snap ring (Fig. 238). (16) Remove the UD clutch flat snap ring (Fig.
241).
Fig. 240 Remove One UD Clutch Disc Fig. 242 Underdrive Clutch Pack
1 – ONE UNDERDRIVE CLUTCH DISC
1 – CLUTCH PLATE
2 – ONE UD CLUTCH DISC
3 – CLUTCH DISC
Fig. 241 UD Clutch Flat Snap Ring

1 – UNDERDRIVE CLUTCH REACTION PLATE FLAT SNAP RING
2 – SCREWDRIVER
Fig. 243 UD Spring Retainer Snap Ring
NOTE: Tag underdrive clutch pack for reassembly 2 – ARBOR PRESS RAM
identification. 3 – SNAP RING
4 – SPECIAL TOOL 5059A
(17) Remove the UD clutch pack (Fig. 242).
CAUTION: Compress return spring just enough to (19) Remove spring retainer (Fig. 244).
remove or install snap ring. (20) Remove UD clutch piston (Fig. 245).
(21) Remove input hub tapered snap ring (Fig.
(18) Using Tool 5059A and an arbor press, com- 246).
press UD clutch piston enough to remove snap ring (22) Tap on input hub with soft faced hammer and
(Fig. 243) (Fig. 244). separate input hub from OD/Reverse piston and
clutch retainer (Fig. 247) (Fig. 248).
Fig. 244 UD Return Spring and Retainer Fig. 246 Input Hub Tapered Snap Ring
1 – UNDERDRIVE SPRING RETAINER 1 – INPUT SHAFT
2 – SNAP RING 2 – INPUT HUB SNAP RING (TAPERED SIDE UP WITH TABS IN
3 – SEAL CAVITY)
4 – PISTON RETURN SPRING 3 – SNAP RING PLIERS
Fig. 245 Underdrive Clutch Piston Fig. 247 Tap on Input Hub
1 – PISTON
1 – INPUT SHAFT AND HUB ASSEMBLY
2 – PLASTIC HAMMER
(23) Separate clutch retainer from OD/Reverse pis-
ton (Fig. 249).
Fig. 248 Input Hub Removed Fig. 250 Remove Snap Ring
1 – INPUT SHAFT AND HUB ASSEMBLY 1 – ARBOR PRESS RAM (COMPRESS RETURN SPRING JUST
2 – INPUT CLUTCHES RETAINER ENOUGH TO REMOVE OR INSTALL SNAP RING)
3 – O-RING 2 – SCREWDRIVER
4 – SEAL 3 – SNAP RING
5 – OVERDRIVE/REVERSE PISTON 4 – SPECIAL TOOL 6057
5 – OD/REVERSE PISTON
6 – RETURN SPRING
Fig. 249 Pull Retainer from Piston

1 – OVERDRIVE/REVERSE PISTON
2 – INPUT CLUTCHES RETAINER
Fig. 251 Snap Ring and Return Spring
2 – RETURN SPRING
(24) Using Tool 6057 and an arbor press, compress 3 – SNAP RING
return OD/Reverse piston return spring just enough 4 – O-RING
to remove snap ring (Fig. 250) (Fig. 251).
(25) Remove input shaft to input clutch hub snap ASSEMBLY
ring (Fig. 252). Use petrolatum on all seals to ease assembly of
components.
(1) Using an arbor press, install input shaft to
input shaft hub (Fig. 254).
Fig. 252 Remove Input Shaft Snap Ring

1 – INPUT SHAFT
2 – SHARP-POINTED TOOL
3 – SNAP RING Fig. 254 Install Input Shaft
4 – O-RINGS 1 – INPUT SHAFT
5 – SEALS 2 – ARBOR PRESS RAM
3 – INPUT SHAFT HUB ASSEMBLY
(26) Using a suitably sized socket and an arbor

press, remove input shaft from input shaft hub (Fig. (2) Install input shaft snap ring (Fig. 255).
253).
Fig. 255 Install Input Shaft Snap Ring

Fig. 253 Remove Input Shaft 1 – INPUT SHAFT
1 – ARBOR PRESS RAM 2 – SCREWDRIVER (DO NOT SCRATCH BEARING SURFACE)
2 – SOCKET 3 – SNAP RING
3 – SEAL 4 – O-RINGS
4 – O-RINGS 5 – SEALS
5 – INPUT SHAFT
6 – SEAL
(3) Using an arbor press and Tool 6057, Install
7 – INPUT SHAFT HUB ASSEMBLY
OD/Reverse piston return spring and snap ring (Fig.
256) (Fig. 257).
Fig. 256 Return Spring and Snap Ring Fig. 258 Install OD/Reverse Piston
1 – OD/REVERSE PISTON 1 – PUSH DOWN TO INSTALL OVERDRIVE/REVERSE PISTON
2 – RETURN SPRING 2 – INPUT CLUTCHES RETAINER
3 – SNAP RING
4 – O-RING
(5) Install the input hub/shaft assy. to the OD/Re-
verse piston/clutch retainer assy. (Fig. 259).
Fig. 257 Install Snap Ring

1 – ARBOR PRESS RAM (COMPRESS RETURN SPRING JUST
Fig. 259 Install Input Shaft Hub Assembly
ENOUGH TO REMOVE OR INSTALL SNAP RING) 1 – PUSH DOWN TO INSTALL INPUT SHAFT HUB ASSEMBLY
2 – SCREWDRIVER (ROTATE TO ALIGN SPLINES)
3 – SNAP RING 2 – OD/REV. PISTON
5 – OD/REVERSE PISTON (6) Install input hub tapered snap ring (Fig. 260).
6 – RETURN SPRING
(7) Install UD clutch piston (Fig. 261).
(8) Install UD piston return spring and Tool 5067
(4) Install the OD/Reverse piston assembly to the as shown in (Fig. 262).
input clutch retainer as shown in (Fig. 258). (9) Using Tool 5059A and an arbor press, Install
the UD spring retainer and snap ring. (Fig. 263) (Fig.
NOTE: The OD/UD Reaction Plate, Snap Rings, and 264) Compress just enough to install snap ring.
Input Clutches Retainer is not interchangeable with
previous year 41TE components. The snap rings CAUTION: Compress return spring just enough to
are thicker and the position of the ring lands have install snap ring.
changed.
Fig. 260 Install Input Hub Tapered Snap Ring Fig. 262 Seal Compressor Special Tool 5067
1 – INPUT SHAFT 1 – PISTON RETURN SPRING
2 – INPUT HUB SNAP RING (TAPERED SIDE UP WITH TABS IN 2 – SPECIAL TOOL 5067
CAVITY) 3 – INPUT SHAFT CLUTCHES RETAINER ASSEMBLY
Fig. 263 UD Return Spring and Retainer

Fig. 261 Underdrive Clutch Piston 1 – UNDERDRIVE SPRING RETAINER
1 – PISTON 2 – SNAP RING
3 – SEAL
4 – PISTON RETURN SPRING
(10) Install the UD clutch pack (four fibers/four
steels) (Fig. 265).
(11) Install the UD clutch flat snap ring (Fig. 266). (12) Install the last UD clutch disc (Fig. 267).
Fig. 264 Install UD Spring Retainer and Snap Ring Fig. 266 UD Clutch Flat Snap Ring
1 – ARBOR PRESS RAM 1 – UNDERDRIVE CLUTCH REACTION PLATE FLAT SNAP RING
2 – SNAP RING PLIERS 2 – SCREWDRIVER
3 – SNAP RING
5 – TOOL 5067
6 – TOOL 5059A
Fig. 267 Install Last UD Clutch Disc

1 – ONE UNDERDRIVE CLUTCH DISC
(13) Install the OD/UD clutch reaction plate and

Fig. 265 Underdrive Clutch Pack snap ring (Fig. 268) (Fig. 269). The OD/UD clutches
1 – CLUTCH PLATE reaction plate has a step on both sides. Install the
2 – ONE UD CLUTCH DISC OD/UD clutches reaction plate tapered step side up.
3 – CLUTCH DISC
Fig. 268 OD/UD Reaction Plate Fig. 270 Seating Tapered Snap Ring
1 – OD/UD CLUTCH REACTION PLATE (STEP SIDE DOWN) 1 – OVERDRIVE/UNDERDRIVE CLUTCHES REACTION PLATE
TAPERED SNAP RING
2 – SCREWDRIVER
Fig. 269 Tapered Snap Ring

1 – OVERDRIVE/UNDERDRIVE CLUTCHES REACTION PLATE
TAPERED SNAP RING
2 – SCREWDRIVER (DO NOT SCRATCH REACTION PLATE)
NOTE: Snap ring ends must be located within one

finger of the input clutch hub. Be sure that snap
ring is fully seated, by pushing with screwdriver,
into snap ring groove all the way around. Fig. 271 Input Clutch Assembly on Pressure Fixture
Tool 8391
(14) Seat tapered snap ring to ensure proper 1 – INPUT CLUTCH ASSEMBLY
installation (Fig. 270). 2 – INPUT CLUTCH PRESSURE FIXTURE 8391
(15) Install input clutch assembly to the Input
Clutch Pressure Fixture–Tool 8391 (Fig. 271). CAUTION: Do not apply more than 30 psi (206 kPa)
(16) Set up dial indicator on the UD clutch pack as to the underdrive clutch pack.
shown in (Fig. 272).
(17) Using moderate pressure, press down and (18) Apply 30 psi (206 kPa) to the underdrive hose
hold (near indicator) the UD clutch pack with screw- on Tool 8391 and measure UD clutch clearance. Mea-
driver or suitable tool and zero dial indicator (Fig. sure and record UD clutch pack measurement in four
273). When releasing pressure on clutch pack, indica- (4) places, 90° apart.
tor reading should advance 0.005–0.010.
(20) If necessary, select the proper reaction plate
to achieve specifications:
UNDERDRIVE REACTION PLATE THICKNESS

4659939AB 5.837-5.937 mm (0.230-0.234 in.)
4659940AB 6.147-6.248 mm (0.242-0.246 in.)
4659941AB 6.457-6.557 mm (0.254-0.258 in.)
(21) Install the OD clutch pack (four fibers/four

steels) (Fig. 274).
Fig. 272 Set Up Dial Indicator to Measure UD Clutch

Clearance
1 – DIAL INDICATOR
Fig. 274 Install OD Clutch Pack

1 – OVERDRIVE CLUTCH PACK
(22) Install OD reaction plate waved snap ring

(Fig. 275).
Fig. 273 Press Down on UD Clutch Pack and Zero

Dial Indicator
Fig. 275 Install Waved Snap Ring
1 – OVERDRIVE REACTION PLATE WAVED SNAP RING
2 – SCREWDRIVER
(19) Take average of four measurements and com-

(23) Install the OD/Reverse reaction plate with
pare with UD clutch pack clearance specification.
large step down (towards OD clutch pack) (Fig. 276).
Underdrive clutch pack clearance must be 0.94-
(24) Install OD reaction plate flat snap ring (Fig.
1.50 mm (0.037-0.059 in.).
277).
Fig. 276 OD/Reverse Reaction Plate

1 – OVERDRIVE/REVERSE PRESSURE PLATE
2 – (STEP SIDE DOWN)
Fig. 278 Measure OD Clutch Pack Clearance

2 – OD/REVERSE REACTION PLATE
If not within specifications, the clutch is not

assembled properly. There is no adjustment for the
OD clutch clearance.
(28) Install reverse clutch pack (two fibers/one
steel) (Fig. 279).
Fig. 277 Install Flat Snap Ring

1 – ARBOR PRESS RAM
2 – TOOL 5059A
3 – FLAT SNAP RING
(25) Measure OD clutch pack clearance. Set up

dial indicator on top of the OD/Reverse reaction plate
as shown in (Fig. 278).
(26) Zero dial indicator and apply 30 psi (206 kPa)
air pressure to the overdrive clutch hose on Tool
8391. Measure and record OD clutch pack measure-
ment in four (4) places, 90° apart. Fig. 279 Install Reverse Clutch Pack
(27) Take average of four measurements and com- 1 – REVERSE CLUTCH PLATE
pare with OD clutch pack clearance specification. 2 – REVERSE CLUTCH DISCS
The overdrive (OD) clutch pack clearance is
1.07-3.25 mm (0.042-0.128 in.).
(29) Install reverse clutch reaction plate with the
flat side down towards reverse clutch (Fig. 280).
Fig. 282 Pry Up Reaction Plate to Seat Against Snap

Ring
1 – SCREWDRIVER
Fig. 280 Install Reaction Plate
2 – SNAP RING
1 – REVERSE CLUTCH REACTION PLATE (FLAT SIDE DOWN)
3 – SCREWDRIVER
4 – MUST RAISE REVERSE REACTION PLATE TO RAISE SNAP
RING
(30) Tap reaction plate down to allow installation
of the reverse clutch snap ring. Install reverse clutch
snap ring (Fig. 281).
Fig. 281 Install Reverse Clutch Snap Ring

1 – REVERSE CLUTCH SNAP RING (SELECT)
2 – SCREWDRIVER
Fig. 283 Measure Reverse Clutch Pack Clearance

(31) Pry up reverse reaction plate to seat against 1 – DIAL INDICATOR
snap ring (Fig. 282). 2 – REVERSE CLUTCH
(32) Set up a dial indicator on the reverse clutch
pack as shown in (Fig. 283).
reverse clutch pack measurement in four (4) places,
(33) Using moderate pressure, press down and
90° apart.
hold (near indicator) reverse clutch disc with screw-
(35) Take average of four measurements and com-
driver or suitable tool and zero dial indicator (Fig.
pare with reverse clutch pack clearance specification.
284). When releasing pressure, indicator should
The reverse clutch pack clearance is 0.89-1.37
advance 0.005-0.010. as clutch pack relaxes.
mm (0.035-0.054 in.). Select the proper reverse
(34) Apply 30 psi (206 kPa) air pressure to the
clutch snap ring to achieve specifications:
reverse clutch hose on Tool 8391. Measure and record
Fig. 285 Install No. 2 Needle Bearing

1 – #2 NEEDLE BEARING (NOTE 3 SMALL TABS)
2 – TABS UP
Fig. 284 Press Down on Reverse Clutch and Zero

Indicator
2 – REVERSE CLUTCH
REVERSE CLUTCH SNAP RING THICKNESS

4377195 1.53-1.58 mm (0.060-0.062 in.)
4412871 1.77-1.83 mm (0.070-0.072 in.)
4412872 2.02-2.07 mm (0.080-0.082 in.)
4412873 2.27-2.32 mm (0.090-0.091 in.)
(36) To complete the assembly, reverse clutch and

overdrive clutch must be removed. Fig. 286 Install Underdrive Shaft Assembly
(37) Install the #2 needle bearing (Fig. 285). 1 – UNDERDRIVE SHAFT ASSEMBLY
2 – #2 NEEDLE BEARING
(38) Install the underdrive shaft assembly (Fig.
286).
(39) Install the #3 thrust washer to the underdrive (41) Install the overdrive shaft assembly (Fig.
shaft assembly. Be sure five tabs are seated properly 289).
(Fig. 287). (42) Reinstall overdrive and reverse clutch as
(40) Install the #3 thrust plate to the bottom of the shown. Rechecking these clutch clearances is
overdrive shaft assembly. Retain with petrolatum or not necessary.
transmission assembly gel (Fig. 288).
Fig. 287 Install No. 3 Thrust Washer Fig. 289 Install Overdrive Shaft Assembly
1 – #3 THRUST WASHER (NOTE 5 TABS) 1 – OVERDRIVE SHAFT ASSEMBLY
2 – UNDERDRIVE SHAFT ASSEMBLY 2 – #3 THRUST PLATE
3 – #3 THRUST WASHER
Fig. 288 Install No. 3 Thrust Plate

1 – OVERDRIVE SHAFT ASSEMBLY Fig. 290 Input Clutch Assembly
2 – DABS OF PETROLATUM (FOR RETENTION) 1 – INPUT CLUTCH ASSEMBLY
3 – #3 THRUST PLATE (NOTE 3 TABS) 2 – OVERDRIVE SHAFT ASSEMBLY
TRANSAXLE—ASSEMBLY
To install the output bearing cups, use Special Tool
# 5050A.
Fig. 291 Bearing Cup Installation Special Tool

5050A
Fig. 294 Install Retainer Attaching Screws

2 – SCREWDRIVER
3 – TORX-LOC SCREWS
Fig. 292 Install Piston Retainer Gasket

1 – GASKET HOLES MUST LINE UP
2 – LOW/REVERSE CLUTCH PISTON RETAINER GASKET
Fig. 295 Install Low/Reverse Clutch Piston

1 – LOW/REVERSE CLUTCH PISTON
2 – LIP SEAL
3 – LIP SEAL
Fig. 293 Install Piston Retainer

2 – GASKET
Fig. 296 Guide Bracket Disassembled Fig. 298 Install Guide Bracket Pivot Shaft
1 – GUIDE BRACKET 1 – PIVOT PIN
2 – PAWL 2 – GUIDE BRACKET ASSEMBLY
3 – SPLIT SLEEVE
4 – SPACER CAUTION: When installing, be sure guide bracket
5 – STEPPED SPACER
and split sleeve touch the rear of the transaxle
6 – ANTIRATCHET SPRING
case.
Fig. 297 Guide Bracket Fig. 299 Install Parking Sprag Pivot Retaining Screw
1 – GUIDE BRACKET 1 – TRANSFER SHAFT
2 – ANTIRATCHET SPRING (MUST BE ASSEMBLED AS 2 – PARKING SPRAG PIVOT RETAINING SCREW
SHOWN)
3 – PAWL
Fig. 300 Install Low/Reverse Piston Return Spring Fig. 302 Compressor Tool in Use
1 – LOW/REVERSE PISTON RETURN SPRING
1 – LOW/REVERSE CLUTCH RETURN SPRING
2 – PISTON
2 – SNAP RING (INSTALL AS SHOWN)
3 – TOOL 5058A-3
4 – TOOL 5059A
Fig. 301 Low/Reverse Spring Compressor Tool

1 – TOOL 6057
2 – TOOL 5059
3 – TOOL 5058–3 Fig. 303 Install Snap Ring
1 – SNAP RING OPENING MUST BE BETWEEN SPRING
LEVERS (AS SHOWN)
3 – TOOL 6057
Fig. 305 Bearing Installation

1 – SPECIAL TOOL 6618–A
2 – REAR OUTPUT SHAFT BEARING
Fig. 304 Install Rear Carrier Front Bearing Cone

1 – ARBOR PRESS
2 – SPECIAL TOOL C-4171
4 – REAR CARRIER
OUTPUT SHAFT BEARING PRELOAD SHIM

SELECTION
When assembling, the output bearing preload must Fig. 306 Special Tool Installed
be checked and/or adjusted if any of the following 1 – SPECIAL TOOL 6618–A
items have been replaced:
• Output shaft (rear carrier assembly)
• Output shaft bearings (4) Install shim on output shaft (Fig. 307). Apply
• Transaxle case small amount of petrolatum onto the shim to hold it
in place. Use the original shim as a starting point. If
SHIM SELECTION original shim is not available, use the thickest shim
(1) Install rear output shaft bearing cone and spe- available. Refer to Output Shaft Rear Shim Chart for
cial tool 6618A (Fig. 305). available sizes.
(2) Install special tool 6618A (Fig. 306). Lightly (5) Install output shaft/rear carrier into rear bear-
tighten retaining screws. Screws should be below the ing. The shaft must be pressed into position. Use spe-
plate surface, but do not snug screws. cial tool MD-998911 (Disc) and C- 4171 and C4171-2
(3) Turn case over on arbor press so that the plate (Handle) to press shaft into rear bearing (Fig. 308).
is resting on the press base
CAUTION: Do not reuse old transfer shaft nut or
CAUTION: The output shaft will extend through the output shaft nut because the removed stake weak-
hole of tool 6618A. Ensure your press table has ens the nut flange.
clearance for the output shaft.
(6) Using special tools 6497 and 6498, install new
output shaft nut. Do not reuse old output shaft nut.
Fig. 307 Shim Installation Fig. 308 Press Shaft Into Case
1 – SHIM 1 – SPECIAL TOOL C-4171 AND C-4171–2
2 – OUTPUT SHAFT 2 – SPECIAL TOOL MD-998911
5.17 - 5.19 mm 5.62 - 5.64 mm

5.20 - 5.22 mm 5.65 - 5.67 mm
5.23 - 5.25 mm 5.68 - 5.70 mm
5.26 - 5.28 mm 5.71 - 5.73 mm
5.29 - 5.31 mm 5.74 - 5.76 mm
5.32 - 5.34 mm 5.77 - 5.79 mm
5.35 - 5.37 mm 5.80 - 5.82 mm
5.38 - 5.40 mm 5.83 - 5.85 mm
5.41 - 5.43 mm 5.86 - 5.88 mm
5.44 - 5.46 mm 5.89 - 5.91 mm
5.47 - 5.49 mm 5.92 - 5.94 mm
5.50 - 5.52 mm 5.95 - 5.97 mm
5.53 - 5.55 mm 5.98 - 6.00 mm
5.56 - 5.58 mm 6.01 - 6.03 mm
5.59 - 5.61 mm 6.04 - 6.06 mm
Output Shaft Rear Shim Chart

Tighten new output shaft nut to 271 N·m (200 ft. Fig. 309 Checking Turning Torque
lbs.). 1 – TORQUE WRENCH
(7) Check the turning torque of the output shaft
3 – OUTPUT SHAFT NUT
(Fig. 309). The shaft should have 1 to 8 in. lbs. of
turning torque. If the turning torque is higher than
8 in. lbs., install a thicker shim. If the turning torque CAUTION: Failure to stake shaft nuts could allow
is less than 1 in. lb., install a thinner shim. Make the nuts to back-off during use.
sure there is no end play.
(8) The new nut must be staked after the correct When reinstalling main sump baffle apply Mopar
turning torque is obtained (Fig. 310). Use special tool Silicone Sealant as shown in (Fig. 312).
6639 to stake output shaft nut and special tool 6589
to stake transfer shaft.
Fig. 312 Correctly Applied Sealant

1 – SEALANT
2 – BACK SIDE OF VENT BAFFLE
Install main sump baffle to transaxle case (Fig.

313).
Fig. 310 Staking Output Shaft Nut

1 – ARBOR PRESS
2 – STAKING TOOL
3 – NEW NUT
Fig. 313 Main Sump Vent Baffle Location

1 – OUTPUT SHAFT NUT
2 – MAIN SUMP VENT BAFFLE
5 – VENT BAFFLE RETAINING SCREW
6 – OUTPUT SHAFT
CAUTION: When reinstalling drive chains, the blue

link must face outward.

Fig. 311 Correctly Staked Nut the shafts. Apply only a slight amount of pressure
1 – BOTTOMED IN SLOT to the chain spreader to release the chain pressure.
2 – CORRECTLY STAKED NUT
If chain sprockets are not spread slightly, installa-
tion will be difficult.
Fig. 314 Output Sprocket Spacer Fig. 316 Remove Chain Spreader
1 – OUTPUT SPROCKET SPACER 1 – OUTPUT SPROCKET
2 – VENT BAFFLE 2 – SPECIAL TOOL 6550
3 – OUTPUT SHAFT 3 – TRANSFER SPROCKET
Fig. 317 Install Transfer Shaft Sprocket Snap Ring

Fig. 315 Install Chains and Both Sprockets as an
and Wave Washer
Assembly
1 – CHAINS
2 – WAVE WASHER
3 – SNAP RING
CAUTION: Be sure to reinstall the chain snubber 4 – SNAP RING
and chain oiler when reassembling. 5 – WAVE WASHER
Fig. 318 Install Output Shaft Sprocket Snap Ring

and Wave Washer Fig. 320 Install Chain Oiler
1 – WAVE WASHER 1 – CHAIN SNUBBER
2 – SNAP RING 2 – CHAIN OILER
Fig. 319 Install Chain Snubber

1 – CHAIN SNUBBER
Fig. 321 Install Chain Cover
2 – CHAIN COVER
Stand trans upright on bellhousing
Chain cover must be free of old sealant, dirt and
oil before applying new sealant. Apply a 1/8 inch
bead of sealant to flange of cover.
Fig. 324 Install One Disc

Fig. 322 Install Low/Reverse Clutch Pack 1 – ONE DISC FROM LOW/REVERSE CLUTCH
1 – CLUTCH PLATES (5)
2 – CLUTCH DISCS (5)
Fig. 325 Install Low/Reverse Reaction Plate

1 – LOW/REVERSE REACTION PLATE (FLAT SIDE UP)
Fig. 323 Install Low/Reverse Reaction Plate Snap
Ring
1 – SCREWDRIVER
2 – LOW/REVERSE REACTION PLATE FLAT SNAP RING
3 – DO NOT SCRATCH CLUTCH PLATE
Fig. 328 Check Low/Reverse Clutch Clearance

2 – DIAL INDICATOR TIP TOOL 6268
3 – HOOK TOOL
LOW/REVERSE REACTION PLATE CHART
Fig. 326 Tapered Snap Ring Instructions PART NUMBER THICKNESS

4799846AA 5.88 mm (.232 in.)
4799847AA 6.14 mm (.242 in.)
4799848AA 6.40 mm (.252 in.)
4799849AA 6.66 mm (.262 in.)
4799855AA 6.92 mm (.273 in.)
Fig. 327 Snap Ring Installed

1 – SCREWDRIVER
2 – TAPERED SNAP RING (INSTALL AS SHOWN)
Press down clutch pack with finger and zero dial

indicator. Low/Reverse clutch pack clearance is
0.86 to 1.52 (.034 to.060 inch).
Select the proper low/reverse reaction plate to Fig. 329 Install 2/4 Clutch Pack
achieve specifications: 1 – CLUTCH PLATE (4)
2 – CLUTCH DISC (4)
NOTE: When installing the 2-4 clutch plates and
discs, the orientation should be alternated so the
pilot pads of adjacent plates do not align, refer to
(Fig. 330).
Fig. 330 Stagger 2/4 Clutch Plate Pads Fig. 332 Proper Orientation of 2/4 Clutch Retainer
1 – PILOT PADS and Spring
2 – LUGS 1 – NOTE POSITION
2 – RETURN SPRING
3 – 2/4 CLUTCH RETAINER
Fig. 331 Install 2/4 Clutch Return Spring

Fig. 333 Install 2/4 Clutch Retainer
The number 7 needle bearing has three antirever-
sal tabs and is common with the number 5 and num-
ber 2 position. The orientation should allow the
bearing to seat flat against the rear sun gear (Fig.
336). A small amount of petrolatum can be used to
hold the bearing to the rear sun gear.
Fig. 334 Install 2/4 Clutch Retainer Snap Ring

1 – TOOL 5058
2 – SCREWDRIVER
3 – SNAP RING
Fig. 336 Number 7 Bearing

1 – #7 BEARING
2 – REAR SUN GEAR
Fig. 335 Check 2/4 Clutch Clearance

2 – HOOK TOOL
3 – DIAL INDICATOR TIP TOOL 6268
Fig. 337 Install Rear Sun Gear

Press down clutch pack with finger and zero dial 1 – #7 NEEDLE BEARING
indicator. The 2/4 clutch pack clearance is 0.76 to 2 – REAR SUN GEAR
2.64 mm (.030 to.104 inch). If not within specifica-
tions, the clutch is not assembled properly. There is
no adjustment for the 2/4 clutch clearance.
Fig. 340 Select Thinnest No. 4 Thrust Plate

Fig. 338 Install Front Carrier and Rear Annulus 1 – OVERDRIVE SHAFT ASSEMBLY
Assembly 2 – #4 THRUST PLATE (SELECT)
1 – #6 NEEDLE BEARING 3 – 3 DABS OF PETROLATUM FOR RETENTION
2 – FRONT CARRIER AND REAR ANNULUS ASSEMBLY (TWIST
AND PULL OR PUSH TO REMOVE OR INSTALL).
Fig. 341 View Through Turbine Speed Sensor Hole

Fig. 339 Install Front Sun Gear Assembly 1 – TRANSAXLE COOLER LINE
2 – TURBINE SPEED SENSOR HOLE
1 – FRONT SUN GEAR ASSEMBLY
2 – #4 THRUST WASHER (FOUR TABS)
Remove the oil pump O-ring (Fig. 342). You will be
DETERMINING No. 4 THRUST PLATE able to install and remove the oil pump and gasket
very easily to select the proper No. 4 thrust plate.
THICKNESS—INPUT SHAFT END PLAY
To determine the proper thickness of the No. 4 NOTE: Use screw-in dowels or phillips-head screw-
thrust plate, select the thinnest No. 4 thrust plate. drivers to align pump to case.
Using petrolatum (Fig. 340) to hold thrust plate in
position, install input clutch assembly. Be sure the
input clutch assembly is completely seated (Fig. 341). CAUTION: Be sure to reinstall O-ring on oil pump
after selecting the proper No. 4 thrust plate.
CAUTION: If view through input speed sensor hole
is not as shown above, the input clutches assembly Measure the input shaft end play with the tran-
is not seated properly. saxle in the vertical position. This will ensure that
the measurement will be accurate.
See chart to select the proper No. 4 thrust plate.
NO. 4 THRUST PLATE CHART
PART NUMBER THICKNESS

4431662 .91mm (.036 in.)
4431663 1.14mm (.045 in.)
4431664 1.37mm (.054 in.)
4431665 1.60mm (.063 in.)
3836237 1.73mm (.068 in.)
4431666 1.80mm (.071 in.)
3836238 1.96mm (.077 in.)
4431667 2.03mm (.080 in.)
Fig. 342 Remove Oil Pump O-Ring 3836239 2.16mm (.085 in.)
1 – OIL PUMP ASSEMBLY 4431668 2.24mm (.088 in.)
2 – O-RING
3836240 2.39mm (.094 in.)
4431669 2.46mm (.097 in.)
Set up and measure endplay using End Play Set
8266 and Dial Indicator Set C3339 as shown in (Fig. 3836241 2.62mm (.103 in.)
343). 4446670 2.67mm (.105 in.)
4446671 2.90mm (.114 in.)
4446672 3.15mm (.124 in.)
4446601 3.38mm (.133 in.)
Reinstall the input clutches assembly with the

selected thrust plate.
Fig. 343 Measure Input Shaft End Play using End

Play Set 8266
1 – TOOL 8266–8
2 – TOOL 8266–2
3 – TOOL C-3339
NOTE: Input shaft end play must be.005 to.025

inch.
For example, if end play reading is.055 inch, select Fig. 344 Install Input Clutch Assembly
No. 4 Thrust Plate which is.071 to.074 thick. This 1 – INPUT CLUTCH ASSEMBLY
should provide an input shaft end play reading of.020
inch which is within specifications.
NOTE: To align oil pump during installation, use
threaded dowels or phillips screwdrivers.
Fig. 345 Install Caged Needle Bearing

1 – #1 CAGED NEEDLE BEARING
2 – NOTE: TANGED SIDE OUT
Fig. 347 Install Oil Pump Gasket
1 – BELL HOUSING
CAUTION: By-pass valve must be replaced if trans- 2 – OIL PUMP GASKET
mission failure occurs.
Fig. 346 Install By-Pass Valve Fig. 348 Install Oil Pump
1 – BY-PASS VALVE 1 – “PUSH IN” ON INPUT SHAFT WHILE REMOVING PUMP
Fig. 349 Install Oil Pump Attaching Bolts Fig. 351 Install Long Stub Shaft Snap Ring
1 – SNAP RING
1 – BELLHOUSING
2 – OIL PUMP
Fig. 350 Install Long Stub Shaft To Bellhousing Fig. 352 Install Low/Reverse Accumulator
1 – ACCUMULATOR PISTON
2 – SEAL RINGS
4 – (NOTE NOTCH)
NOTE: Install new driveshaft retainer clips to drive-

shafts.
Fig. 353 Install Low/Reverse Accumulator Plug Fig. 355 Accumulator Locations
(Cover) 1 – OVERDRIVE ACCUMULATOR LOCATION
1 – ADJUSTABLE PLIERS 2 – UNDERDRIVE ACCUMULATOR LOCATION
2 – PLUG 3 – LOW/REVERSE ACCUMULATOR
Fig. 356 Install Underdrive Accumulator and Springs

Fig. 354 Install Low/Reverse Accumulator Snap 1 – ACCUMULATOR PISTON (UNDERDRIVE)
Ring 2 – RETURN SPRINGS
1 – SNAP RING 3 – SEAL RING
2 – PLUG 4 – SEAL RING
Fig. 357 Install Overdrive Accumulator and Springs Fig. 359 Install Valve Body Bolts (17)
1 – OVERDRIVE ACCUMULATOR PISTON 1 – EXTENSION
2 – RETURN SPRINGS 2 – SOCKET
3 – SEAL RING 3 – VALVE BODY
4 – SEAL RING
CAUTION: Do not handle the valve body by the

manual shaft. Damage could result.
Fig. 360 Install Transaxle Oil Filter

1 – TRANSAXLE FILTER
2 – FILTER RETAINING CLIPS
Fig. 358 Install Valve Body To Transaxle
1 – VALVE BODY
Fig. 361 Install Transaxle Oil Pan

Fig. 363 Measure Input Shaft End Play
Install both speed sensors from transaxle case (Fig.

be removed with the valve body in place. Refer to
362).
Valve Body Recondition for removal procedure.
If any bearings in the differential require replace-
ment, all the bearings on the differential carrier and
transfer shaft must be replaced. The differential
adjusters must also be replaced when differential
bearings are replaced.
DISASSEMBLY
Fig. 362 Install Input and Output Speed Sensor

As a final check of the transaxle, measure the

input shaft end play. This will indicate when a #4
thrust plate change is required. The number 4 thrust
plate is located behind the overdrive clutch hub. Fig. 364 Remove Chain Cover
Attach a dial indicator to transaxle bell housing with 1 – TRANSAXLE CASE
its plunger seated against end of input shaft (Fig. 2 – CHAIN COVER
363). Move input shaft in and out to obtain end play
reading. End play specifications are.13 to.64 mm
(.005 to.025 inch). If not within specifications, make
their shafts. Apply only a slight amount of pressure
the necessary thrust plate adjustment.
to the chain spreader to release the chain pressure.
If chain sprockets are not spread slightly removal
DIFFERENTIAL RECONDITION or installation will be difficult. Overspreading of the
The valve body and solenoid wiring connector must
chain sprocket will also make sprocket removal dif-
be removed from the transaxle in order to recondition
ficult.
the transaxle differential. The transfer shaft cannot
Fig. 365 Remove Chain Oiler Fig. 367 Remove Output Shaft Sprocket Snap Ring
1 – CHAIN SNUBBER and Wave Washer
2 – CHAIN OILER 1 – WAVE WASHER
2 – SNAP RING
Fig. 366 Remove Chain Snubber

1 – CHAIN SNUBBER Fig. 368 Remove Transfer Shaft Sprocket Snap Ring
and Wave Washer
CAUTION: To ensure proper gear ratio, verify that
2 – WAVE WASHER
the correct chain and sprocket ratio is selected.
3 – SNAP RING
4 – SNAP RING
5 – WAVE WASHER
CAUTION: When reinstalling drive chains, the blue
link must face outward.
Fig. 369 Install Chain Spreader Fig. 371 Remove Long Stub Shaft Snap Ring
1 – OUTPUT SPROCKET 1 – SNAP RING
2 – SPECIAL TOOL 6550 2 – SNAP RING PLIERS
3 – TRANSFER SPROCKET 3 – LONG STUB SHAFT
Fig. 370 Remove Chains and Sprockets as an

Assembly Fig. 372 Remove Long Stub Shaft
1 – CHAINS 1 – LONG STUB SHAFT
CAUTION: Driveshaft retainer clips and seals
located on the stub shafts must be replaced before
reinstalling driveshafts.
Fig. 373 Remove Inner Differential Adjuster Lock Fig. 375 Loosen Outer Adjuster
1 – INNER DIFFERENTIAL ADJUSTER LOCK 1 – OUTER ADJUSTER
2 – INNER DIFFERENTIAL ADJUSTER 2 – SPECIAL TOOL 6503
Fig. 374 Remove Outer Adjuster

1 – OIL SEAL
3 – STUB SHAFT
4 – SOCKET
5 – ADJUSTER LOCK
Fig. 376 Remove Differential Side Cover, Carrier and
If the carrier requires reconditioning, refer to Dif- Ring Gear Assembly
ferential Carrier Recondition. 1 – RING GEAR
CAUTION: Failure to grind and open stakes on the 3 – SIDE COVER
transfer shaft nut will result in thread damage to
transfer shaft during nut removal.
Fig. 377 Remove Inner Adjuster By Turning Fig. 379 Grinding Stakes
Clockwise 1 – TRANSFER SHAFT
1 – SPECIAL TOOL 6502–B 2 – GRIND HERE
2 – INNER DIFFERENTIAL ADJUSTER 3 – GRIND HERE
4 – NUT STAKE
Fig. 378 Remove Differential Vent Baffle

1 – VENT BAFFLE RETAINING SCREWS Fig. 380 Stake Grinding Pattern
2 – VENT BAFFLE 1 – TRANSFER SHAFT
WARNING: WEAR SAFETY GOGGLES WHILE

GRINDING STAKE NUTS. CAUTION: Do not reuse old transfer shaft nut
because the removed stake weakens the nut flange.
Using a die grinder or equivalent, grind the stakes
in the shoulder of the shaft nut as shown in (Fig. CAUTION: The transfer shaft cannot be removed
379) and (Fig. 380). Do not grind through the trans- from the case at this time.
fer shaft nut into the shaft. There are two stakes on
the nut. Install special tool 6577 to remove rear transfer
Using a small chisel, carefully open stakes on nut bearing cup (Fig. 383).
(Fig. 381)
Remove the transfer shaft nut.
Fig. 381 Opening Nut Stakes

1 – CHISEL
2 – NUT STAKE
Fig. 383 Transfer Bearing Cup Removal

Fig. 382 Press Transfer Shaft Downward to Remove Fig. 384 Preload Shim Removal
Rear Cone 1 – TRANSFER SHAFT PRELOAD SHIM
2 – ARBOR PRESS
Remove transfer shaft seals (Fig. 386) using special
Remove transfer shaft preload shim (Fig. 384). If tool 6310 and foot 6310-9 (Tar 960). Do not reuse old
transfer shaft bearings are to be reused, the original seals. The seals will be pulled out the rear of the
shim must also be reused. case.
Remove the front transfer shaft bearing cup using
CAUTION: If the transfer shaft is removed from the special tool 6495 and handle C-4171 (Fig. 387). Use a
transaxle case for any reason, both seals must be press with special tools to remove cup.
replaced.
Fig. 385 Remove Transfer Shaft Assembly From

Case
Fig. 388 Remove Front Transfer Shaft Bearing And

Pinion Depth Shim
1 – ARBOR PRESS
3 – SPECIAL TOOL P-334
4 – FRONT TRANSFER SHAFT BEARING
ASSEMBLE AND BEARING ADJUSTMENT

Fig. 386 Transfer Shaft Seal Remover PROCEDURE
1 – SPECIAL TOOL 6310 The following steps will determine the correct shim
thickness required to obtain proper pinion depth. All
special tools described in this procedure must be
used to obtain correct results.
CAUTION: Failure to adjust pinion depth correctly

could cause gear noise or transaxle failure.
(1) Install front transfer shaft bearing cup (Fig.

389). The transfer shaft bearing cup must be
installed before making pinion depth measurement.
Use special tool 6494 to install bearing cup. There
are no shims located behind this bearing cup.
CAUTION: The bearing cup is seated in the case

correctly if there is no clearance between the bot-
tom of the bearing cup and case. If a 0.001” or
0.002” feeler gauge does not fit, the bearing cup is
completely seated into transaxle case.
Fig. 387 Front Transfer Shaft Cup Removal
1 – SPECIAL TOOL C-4171 (2) Install centering block (special tool 6549-2) into
2 – SPECIAL TOOL 6495 the transaxle case (Fig. 390). Screw centering block
into inner adjuster hole of case until it bottoms. The
Support special tool P-334 on press table so that pegs on the special tool are only used for installation.
pinion head of transfer shaft can be pressed through Orientation with in the case is not required.
table (Fig. 388).
(3) Install new front bearing (actual bearing to be
used during reassembly) onto gauge disc (special tool
6549-3) (Fig. 391).
Fig. 391 Gauge Disc and Bearing

(4) Install gauge disc and bearing into case using

gauge disc rod Tool 6549-4 (Fig. 392).
Fig. 389 Install Front Transfer Shaft Cup

2 – BEARING CUP
Fig. 392 Installing Gauge Disc with Front Transfer

Shaft Bearing
(5) Install centering disc (special tool 6494-2) onto

gauge disc rod (Fig. 393).
Fig. 390 Installing Centering Block (6) Install centering nut Tool 6549-5 as shown in
(Fig. 394).
2 – TOOL INSTALLATION AND REMOVAL PEGS
(7) Hand tighten centering nut until all play in the
tool has been removed.
Fig. 395 Dial indicator, Locating Block and

Extension Rod
1 – EXTENSION ROD SPECIAL TOOL
2 – LOCATING BLOCK SPECIAL TOOL
Fig. 393 Disc Installation 3 – DIAL INDICATOR
Fig. 396 0-50-0 Dial Indicator

Fig. 394 Installing Centering Nut

1 – CENTERING NUT
2 – CENTERING DISC
(6494–2)
(8) Install dial indicator into locating block Tool

6549-1. Then screw extension rod onto dial indicator.
NOTE: The dial indicator used to make this mea-

surement must have a face that shows 0-50-0 (Spe-
cial Tool C-3339) readings (Fig. 396). All steps from
this point forward will reflect this assumption. This
will give you proper shim thickness.
(9) Before making a pinion depth measurement

the dial indicator must be zeroed. This is done by Fig. 397 Zero Dial Indicator
placing the dial indicator in the zeroing fixture (spe- 1 – DIAL INDICATOR
cial tool 6549-6). Then place the zeroing fixture on a 2 – FLAT SURFACE
flat surface. Adjust the dial face so the pointer on the 3 – ZEROING FIXTURE
dial indicator lines up with the zero (Fig. 397).
(10) Compress the dial indicator slightly and (11) Pivot dial indicator back and forth (Fig. 399)
insert dial indicator pin into centering block (Fig. on centering pin to obtain the shortest distance mea-
398). surement. This will be the lowest number read-
the adjustment number to the corresponding adjust-
ment factor. Utilizing the pinion depth measurement
obtained in Step 11, add or subtract the adjustment
factor to calculate the requred shim thickness. Refer
to pinion head shim chart for shim selections. This is
the shim that will be installed between the transfer
shaft pinion head and the front transfer shaft bear-
ing. Refer to the following examples for further
explanation:
(13) Example 1 in (MM):
• Measured pinion shim depth: 0.789mm
• Adjustment number on transfer shaft: +2
• Adjustment factor (mm): -0.051mm
• Shim size needed: 0.789-0.051= 0.738mm
(14) Example 2 in (IN):
• Measured pinion shim depth: 0.032in
Fig. 398 Mounting Dial Indicator to Centering Block • Adjustment number on transfer shaft: -1
1 – CENTERING BLOCK • Adjustment factor (in): +0.001
2 – GAUGE DISC • Shim size needed: 0.032+0.001= 0.033in
ing on dial indicator. Record the number obtained.

Now rotate the gauge disc clockwise 1/3 of a turn and
recheck readings. Record number obtained. Rotate
the gauge disc another 1/3 of a turn clockwise and
take another reading. Average the three readings.
Record this pinion depth measurement. If the read-
ings differ by more than two thousandths recheck
guage disc installation, it may have been installed
slightly cocked.
ADJUSTMENT FACTOR CHART

(15) Remove dial indicator, gauge disc and center-
ing block from transaxle.
(16) Install shim selected in Step 12 of this proce-
dure onto the transfer shaft (Fig. 400).
(17) Press front transfer shaft bearing onto trans-
fer shaft (special tool 6052). The shim must be in
place before pressing on bearing (Fig. 401).
(18) At this point the pinion depth has been deter-
mined and the shim has been installed onto the
transfer shaft. Before the pinion is installed into the
Fig. 399 Pivot Dial Indicator transaxle case, bearing preload must be determined
1 – CENTERING BLOCK for the differential bearings. The following steps
2 – GAUGE DISC must be performed before the pinion is installed.
(19) The following steps will determine how many
foot pounds are required on the outer differential
(12) To determine the required shim thickness, the
adjuster to obtain the correct turning torque.
pinion depth measurement must be adjusted. The
pinion shim adjustment number is the first of seven CAUTION: Failure to set differential bearing preload
digits ink stamped on the shank of the transfer shaft correctly may cause bearing failure, gear noise
(Fig. 400). Using the adjustment factor chart, convert and/or axle shaft seal failure.
PINION HEAD SHIM CHART Fig. 401 Bearing Installation

1 – ARBOR PRESS
Fig. 400 Shim Installation

1 – PINION DEPTH SHIM
2 – ADJUSTMENT FACTOR
Fig. 402 Outer Adjuster Removal
(20) Remove outer adjuster with special tool 6503 2 – OUTER DIFFERENTIAL ADJUSTER
(Fig. 402). 3 – SIDE COVER
(21) Remove old stub shaft seals. Press inner
adjuster seal out with special tool 6502B. Press outer
(22) Install new stub shaft seals in both adjusters
adjuster seal out with special tool 6558.
using special tool 6558 (Fig. 403).
Fig. 403 Axle Shaft Seal Installation

1 – ARBOR PRESS
2 – OUTER DIFFERENTIAL ADJUSTER
3 – O-RING
NOTE: To remove inner and outer adjuster races, Fig. 405 Differential Assembly Installation
use Tool 6062–A. To install inner and outer adjuster 1 – DIFFERENTIAL ASSEMBLY
races, use Tool 6522 and Tool C-4171.
(23) Lube adjuster threads and O-ring with gear (26) Install differential cover (Fig. 406). Do not
oil before installing. Failure to lube threads will apply silicone sealant at this time. All bolts should be
result in thread damage to the adjuster and tran- installed and tightened.
saxle case.
(24) Screw in the inner adjuster using special tool
6502B (Fig. 404). The inner adjuster should be
screwed in until under-flush with inside of the case
(viewed from differential side).
Fig. 406 Differential Cover Installation

1 – SIDE COVER
(27) Install seal protector (special tool 6591) as

shown in (Fig. 407). Apply a thin film of gear oil on
Fig. 404 Inner Adjuster Installation
the protector.
1 – SPECIAL TOOL 6502–B
2 – INNER DIFFERENTIAL ADJUSTER
CAUTION: Lube threads and O-ring on adjuster
before installing. Failure to due so will result in
(25) Install differential assembly into the transaxle thread damage to the adjuster and transaxle case.
case (Fig. 405).
Fig. 407 Seal Protector Fig. 409 Special Tool 6548

1 – SEAL PROTECTOR (6591) 1 – SPECIAL TOOL 6548
2 – SIDE COVER 2 – 1⁄4” EXTENSION
3 – TORQUE WRENCH
(28) Screw on outer adjuster and tighten adjuster
down finger tight (Fig. 408). CAUTION: Differential bearings must be seated
before taking turning torque readings. This is done
by rotating the differential three or four turns in
both directions.
CAUTION: Turning torque of 19 to 23 in. lbs. can

only be obtained when using new bearings. Do not
attempt to obtain this turning torque with used
bearings.
(30) Tighten outer adjuster with tool 6503 until 19

to 23 in. lbs. of turning torque is obtained on tool
6548. Record how many foot pounds were
required on the outer adjuster to obtain the
correct turning torque (Fig. 410). Record the foot
pound reading. The reading that you are recording
Fig. 408 Outer Adjuster Installation will be used in Step 55 of this procedure.
1 – O-RING
(31) Remove the differential cover, differential car-
2 – OUTER ADJUSTER rier assembly and inner adjuster.
(32) At this point the amount of torque required
on the outer differential adjuster has been deter-
(29) Insert special tool 6548 (Fig. 409). This tool mined. The transfer shaft can now be installed into
will be used to check turning torque of the differen- the transaxle case. Perform the following steps to
tial assembly. install transfer shaft into transaxle case.
Fig. 410 Determining Turning Torque

1 – FT. LBS. TORQUE WRENCH 3 – IN. LBS. TORQUE WRENCH
2 – SPECIAL TOOL 6548 4 – SPECIAL TOOL 6503
(33) Install transfer shaft into transaxle case (Fig. CAUTION: Bottom of support fixture must be flush
411). with face of bell housing. If the support fixture is
not flush, the seals and rear transfer shaft bearing
cup will be pressed in cocked.
(34) Install transfer shaft support fixture (special

tool 6595) (Fig. 412).
(35) Install transfer shaft seal protector (special
tool 6592) (Fig. 413). Apply thin film of gear oil to
protector.
(36) Apply a small amount of lube to seal lips and
install front transfer shaft seal. The serrated edges
must face toward the rear of the transaxle (Fig. 414).
(37) Install seal with special tool 6567A (Fig. 415).
Use a press to install seal. The installation tool will
set the seal depth. Do not use a hammer to install
seal. The seal may be damaged if installed with a
hammer.
(38) Install rear transfer shaft seal. The seal must
Fig. 411 Transfer Shaft Installation be installed so that the spring side of the seal faces
the installation tool (Fig. 416). Use the same special
tool (6567A) to install the seal. The installation tool
will set the seal depth. Use a press to install this
seal. Do not use a hammer.
Fig. 414 Correct Seal Orientation

1 – SEAL PROTECTOR
2 – FRONT TRANSFER SHAFT SEAL
3 – SERRATED SIDE REARWARD
Fig. 412 Transfer Shaft Support Fixture

1 – SUPPORT FIXTURE (6595)
Fig. 415 Seal Installation

1 – ARBOR PRESS
2 – SEAL INSTALLER (6567A)
Fig. 413 Seal Protector Installation

CAUTION: Properly seated cups are essential in
1 – SEAL PROTECTOR
correctly setting bearing preload.
(40) Use special tool 6560 to press cup into case

(39) Install rear transfer shaft cup into case (Fig. (Fig. 418).
417).
Fig. 416 Correct Seal Orientation Fig. 418 Rear Transfer Shaft Cup Installation
1 – REAR TRANSFER SHAFT SEAL 1 – ARBOR PRESS
2 – SPRING SIDE OUTWARD 2 – SPECIAL TOOL 6560
Fig. 419 Transfer Preload Shim Installation

1 – TRANSFER SHAFT PRELOAD SHIM
CAUTION: Always use a new transfer shaft nut. Do

Fig. 417 Rear Transfer Bearing Cup not reuse old transfer shaft nut.
1 – REAR TRANSFER BEARING CUP
2 – TRANSFER SHAFT (44) Install a new transfer shaft nut (Fig. 420).
Tighten nut to 271 N·m (200 ft. lbs.). Use special
tools 6497 holder and 6498 shaft socket to tighten
(41) Install Transfer shaft preload shim (Fig. 419). nut.
Use the original shim that was taken out of tran-
saxle if possible. If original shim is not available, use CAUTION: Failure to set the transfer shaft turning
the thickest shim as a starting point. Refer to Trans- torque correctly may cause transfer shaft bearings
fer Shaft Rear Shim Chart for available sizes. or seals to fail. Be sure transfer shaft does not have
(42) Install rear transfer shaft cone. Press cone on end play. If end play exists, install a thinner preload
transfer shaft using Special Tool MD998805. shim.
(43) Remove transfer shaft support fixture (special
tool 6595). (45) Check the turning torque of the transfer shaft
using a torque wrench (Fig. 421). The turning torque
Fig. 421 Checking Turning Torque

1 – SOCKET (6498)
3 – IN. LBS. TORQUE WRENCH
Transfer Shaft Rear Shim Chart (46) After the correct turning torque is obtained,
use special tool 6589 to stake the new transfer shaft
nut (Fig. 422). Be sure that the tool arms line up
with slots in the transfer shaft. Use a press with the
special tool to make the stakes in the nut.
Fig. 420 Transfer Shaft Nut Installation

1 – TORQUE WRENCH
2 – HOLDER (6497)
3 – SHAFT SOCKET (6498)
Fig. 422 Staking New Nuts
should be 0.5 to 1.3 N·m (5 to 12 in. lbs.). If the turn- 1 – ARBOR PRESS
ing torque is too high, install a thicker transfer shaft 2 – STAKING TOOL
(6589)
preload shim. If the turning torque is too low, install
a thinner transfer shaft preload shim.
CAUTION: Failure to stake the transfer shaft nut
CAUTION: A press and special tool 6589 must be correctly may allow the nut to loosen during tran-
used when staking the transfer shaft nut. Do not use saxle operation. This will cause transaxle failure.
a hammer and the special tool to stake nut. If a ham-
mer is used; seal, bearing, and/or tool damage may (47) At this point the transfer shaft, new oil seals,
result. Also the stake will not be seated against the pinion depth and transfer shaft preload have been
shaft correctly. This will allow the nut to loosen. set. The following steps will set the backlash between
the transfer shaft and the ring gear.
Fig. 423 Correctly Staked Nut

Fig. 425 Differential Assembly Installation
1 – BOTTOMED IN SLOT
1 – DIFFERENTIAL ASSEMBLY
2 – CORRECTLY STAKED NUT
(52) Transfer shaft to ring gear backlash should be

(48) If the carrier requires reconditioning, refer to
0.006” to 0.0099 thousands of an inch. To get the
Differential Carrier Recondition.
backlash close enough to measure, perform the fol-
(49) Install vent baffle. Apply sealer as shown in
lowing steps. Hold the transfer shaft with one hand
(Fig. 424).
and rock the ring gear back and forth (Fig. 426). You
should feel some backlash between the gears. If no
backlash is felt use special tool 6502B to turn the
inner adjuster so that it raises the differential
assembly. This will increase backlash. If there is to
much backlash, use special tool 6502B to turn the
inner adjuster so that it lowers the differential
assembly. This will decrease backlash. Recheck the
backlash after each adjustment.
(53) Apply a 1/8 inch bead of sealant to differential
cover flange. Then install differential cover with seal-
ant (Fig. 427) and tighten cover bolts.
(54) Install seal protector (special tool 6591) on
shaft (Fig. 428).
CAUTION: Lube threads and O-ring on adjuster

before installing. Failure to due so will result in
Fig. 424 Baffle Installation thread damage to the adjuster and differential
1 – NO SEALER ON THIS EDGE cover.
2 – APPLY SEALER
3 – VENT BAFFLE (55) Install outer adjuster with new O-ring (Fig.
429). Torque the outer adjuster (special tool 6503) to
the torque reading recorded in Step 30. Then seat
(50) Install new inner adjuster O-ring. Lube inner
bearings by turning differential three or four revolu-
adjuster threads and O-ring. Then install inner
tions in both directions. Tighten adjuster a second
adjuster flush with differential side of case.
time to same torque recorded in Step 30. Again
(51) Install differential assembly (with ring gear
attached) into transaxle case (Fig. 425).
Fig. 426 Rocking Ring Gear Back and Forth Fig. 428 Seal Protector
1 – DIFFERENTIAL ASSEMBLY 1 – SEAL PROTECTOR
(6591)
2 – SIDE COVER
Fig. 427 Differential Cover Installation

1 – SIDE COVER Fig. 429 Outer Adjuster Installation
1 – O-RING
reseat bearings. Repeat this sequence until correct 2 – OUTER ADJUSTER
adjuster torque is maintained.
(56) To check and/or adjust backlash, remove the (58) If there is not enough backlash, loosen the
inspection plug from the top of the differential. outer adjuster with special tool 6503. Then turn the
Install dial indicator as shown in (Fig. 430). The tip inner adjuster so that it moves towards the ring
of the dial indicator must be perpendicular against gear. After adjusting the inner adjuster, retighten
one of the ring gear teeth. Hold transfer shaft with the outer adjuster to the torque recorded in Step 30.
locking pliers. Move ring gear back and forth with The inner adjuster should be turned in small incre-
special tool 6548. Read the amount of backlash with ments.
dial indicator. Backlash should be 0.006” to 0.009” (59) Once backlash is with in specifications,
thousands of an inch. recheck backlash in four spots on the ring gear 90
(57) If there is too much backlash, loosen the outer degrees apart. All four readings should be within
adjuster with special tool 6503. Then turn the inner specifications.
adjuster so that it moves away from the ring (60) Install inner and outer adjuster locking brack-
gear. After adjusting the inner adjuster, retighten ets.
the outer adjuster to the torque recorded in Step 30. (61) Install new inspection plug. Use a wooden
The inner adjuster should be turned in small incre- block to tap inspection plug into place.
ments.
Fig. 432 Tap Off Ring Gear

Fig. 430 Dial Indicator Installation 1 – DIFFERENTIAL CARRIER
1 – DIAL INDICATOR KIT C-3339 2 – RING GEAR
2 – ACCESS HOLE 3 – PLASTIC MALLET
(62) It is easier to fill the differential prior to

installing the transaxle back into the vehicle. The
differential holds 32 ounces of fluid.
DIFFERENTIAL CARRIER-RECONDITION
Fig. 433 Pry Differential Carrier Apart

1 – DIFFERENTIAL CARRIER
2 – PRY TOOL
3 – PRY TOOL
Fig. 431 Remove Ring Gear Bolts NOTE: When reassembling differential, line up
1 – RING GEAR BOLTS notches on side of carrier.
2 – RING GEAR
CAUTION: When reassembling use a new roll pin.

CAUTION: Ring gear bolts are not reusable. When
reassembling use new bolts.
NOTE: To remove inner and outer adjuster races,
use Tool 6062–A. To install inner and outer adjuster
NOTE: Mark ring gear location, if reusing ring gear. races, use Tool 6522 and Tool C-4171.
Fig. 434 Remove C-Clip Fig. 436 Slide Out Differential Pinion Shaft and
1 – SIDE GEAR Remove Pinion Gears and Side Gears
2 – STUB SHAFT 1 – DIFFERENTIAL CARRIER
3 – “C” CLIP 2 – PINION SHAFT
3 – SIDE GEARS
Fig. 435 Remove Pinion Shaft Roll Pin

1 – HAMMER Fig. 437 Carrier Bearing Removal
2 – PIN PUNCH 1 –
SPECIAL TOOL C-293 PA
3 – PINION SHAFT 2 –
WRENCH
4 – DIFFERENTIAL CARRIER 3 –
DIFFERENTIAL CARRIER
5 – DIFFERENTIAL BEARING 4 –
SPECIAL TOOL JAWS (4)
C-293–48
(2) Pry the chains down at the center of the
chains.
(3) Butt a scale against the snubber and mark the
scale at the bottom of the chains (Fig. 440).
Fig. 440 Chain Measurement

Fig. 438 Carrier Bearing Installation 1 – SCALE
1 – ARBOR PRESS
2 – HANDLE C-4171 (4) Insert a screwdriver into the 18 mm hole with
the screwdriver BELOW the chains (Fig. 441). An
assistant may be needed to perform this step.
CLEANING AND INSPECTION
TRANSFER CHAINS LENGTH MEASUREMENT
The need to replace the transfer chains because of
excessive wear is unlikely. If chain length is sus-
pected to be long, perform the following procedure to
measure the chain length:
(1) Insert a screwdriver into the 18 mm hole with
the screwdriver ABOVE the chains (Fig. 439).
Fig. 441 Screwdriver Placement

1 – PRY TOOL
2 – CHAINS
(5) Pry the chains up at the center of the chain.

(6) Butt a scale against the snubber and place a
second mark on the scale at the bottom of the chains
(Fig. 442).
Fig. 439 Screwdriver Placement (7) Measure the distance between the two marks
1 – OUPUT SHAFT placed on the scale (Fig. 443). If the two marks on
2 – TRANSFER SHAFT the scale are more than one inch apart, replace the
drive chains.
CLEANING AND INSPECTION (Continued)
ADJUSTMENT
(1) Remove upper steering column shroud.
(2) Rotate cable adjuster into unlock position. Use
a straight blade screwdriver to unlock adjuster (Fig.
444).
Fig. 442 Chains Measurement

1 – SCALE
Fig. 444 Cable Lock Mechanism

2 – SCREWDRIVER
3 – SHIFT CABLE
(3) Make sure that the transaxle shift lever (at

transaxle) is in the Park position. This is the most
rearward position. Verify park sprag is fully engaged.

Fig. 443 Measuring Marks on Scale adjusting linkage. Rock vehicle back and forth to
1 – SCALE
2 – RULER
3 – MARKS PLACED ON SCALE
(4) Tilt the steering column to the full down posi-
tion.
(5) Place shifter in the park position with the key
ADJUSTMENTS removed.
(6) Adjust by rotating adjuster into lock position
GEARSHIFT CABLE–COLUMN SHIFT (Fig. 445).
The gearshift cable should be adjusted if any of the (7) Reinstall upper steering column shroud.
following repairs or situations are encountered: (8) Check shifter for proper operation. It should
• Transaxle replacement. operate smoothly without binding. The vehicle should
• Valve body repair. crank in Park or Neutral only.
• Shift cable replacement.
• Column shifter replacement. GEARSHIFT CABLE–FLOOR SHIFT
• When there is no cranking in Park or Neutral. The gearshift cable should be adjusted if any of the
If the following conditions are encountered, the following repairs or situations are encountered:
interlock cable is out of adjustment. Refer to Inter- • Transaxle replacement.
lock Cable Adjustment procedure. • Valve body repair.
• When the transaxle can be shifted without the • Shift cable replacement.
key in the ignition. • Floor shifter replacement
• If the key can be removed with the shifter in • When there is no cranking in park or neutral.
reverse. If the following conditions are encountered, the
• When the key cannot be removed with the interlock cable is out of adjustment. Refer to Inter-
shifter in the park position. lock Cable Adjustment procedure.
ADJUSTMENTS (Continued)
(3) Make sure that the transaxle shift lever (at
transaxle) is in the Park position. This is the most
rearward position. Verify park sprag is fully engaged.

adjusting linkage. Rock vehicle back and forth to
(4) Place shifter in park position.

(5) Place ignition in lock with key removed.
(6) Tighten adjuster nut at shifter to 225 in. lbs.
(7) Reinstall console bezel and shifter handle.
(8) Check shifter for proper operation. It should
operate smoothly without binding. The vehicle should
crank in Park or Neutral only.
Fig. 445 Shift Cable Adjuster Lock BRAKE/TRANSMISSION SHIFT INTERLOCK

1 – SHIFTER PIN (FLOOR)
(1) Remove the shifter handle.
3 – SHIFT CABLE
(2) Remove the console bezel.
(3) Move the gear shifter to PARK and the ignition
• When the transaxle can be shifted without the key to the LOCK position (Fig. 447).
key in the ignition. (4) If the interlock cable is being replaced, remove
• If the key can be removed with the shifter in the pin to allow cable to “self adjust.” Press locking
reverse. clip (Fig. 448) by hand to secure adjustment.
• When the key cannot be removed with the (5) If the interlock cable is not being replaced, the
shifter in the park position. pin will not exist. Loosen the locking clip (Fig. 448)
on the interlock cable to allow cable to “self adjust.”
ADJUSTMENT Press locking clip (Fig. 448) by hand to secure adjust-
(1) Remove shifter handle and console bezel. ment.
(2) Loosen nut on shifter cable adjuster (Fig. 446).

1 – ACC
2 – LOCK
3 – OFF
Fig. 446 Shift Cable Adjust Lever Nut
4 – ON/RUN
1 – CONSOLE
5 – START
2 – ACCESS HOLE
3 – SHIFTER HANDLE
(6) Install the bezel on the shifter console.
(7) Install shifter handle.
AUTOSTICK
The autostick switch is serviced as an assembly
with the gearshift mechanism. The switch is not
adjustable. If a problem occurs with the switch, refer
to the Diagnosis and Testing section.
BEARING ADJUSTMENT PROCEDURES

Take extreme care when removing and installing
bearing cups and cones. Use only an arbor press
for installation, as a hammer may not properly
align the bearing cup or cone. Burrs or nicks on the
bearing seat will give a false end play reading, while
gauging for proper shims. Improperly seated bearing
cup and cones are subject to low-mileage failure.
Bearing cups and cones should be replaced if they
show signs of pitting or heat distress.
Fig. 448 Interlock Cable at Shifter Assy. If distress is seen on either the cup or bearing roll-
1 – LOCKING CLIP ers, both cup and cone must be replaced.
3 – BRACKET NOTE: Bearing end play and drag torque specifica-
4 – SHIFT ASSEMBLY tions must be maintained to avoid premature bear-
ing failures.
ACTION EXPECTED RESPONSE Used (original) bearing may lose up to 50 percent
1. Turn key to the “OFF” 1. Shifter CAN be shifted of the original drag torque after break-in.
NOTE: All bearing adjustments must be made with
2. Turn key to the 2. Shifter CANNOT be
no other component interference or gear inter-
“ON/RUN” position. shifted out of park.
mesh, except the transfer gear bearing.
3. Turn key to the 3. Shifter CAN be shifted
“ON/RUN” position and out of park. Oil all bearings before checking turning torque.
depress the brake pedal.
4. Leave shifter in any 4. Key cannot be MASTER SHIM CHART
gear and try to return key returned to the “LOCK” or Use this chart as a reference guide when selecting
to the “LOCK” or 9ACC” “ACC” position. the shims needed for the:
position. • Transfer Shaft
5. Return shifter to 5. Key can be removed • Output Shaft
“PARK” and try to remove (after returning to “LOCK” • Output Sprocket
the key. position). • Pinion

try to shift out of “PARK”. shifted out of “PARK”.
NOTE: Any failure to meet these expected
responses requires system adjustment or repair.
MASTER SHIM CHART

DRIVE SPROCKET HEIGHT ADJUSTMENT If the output sprocket is higher than transfer
sprocket, subtract the amount measured to the shim
PROCEDURE
that was installed (Fig. 450).
A spacer beneath the output sprocket is used to
position the output sprocket in line with the transfer
sprocket. The sprocket must be within 0.0159 of each
other. In order to do this operation, install original
spacer over the output shaft. If original spacer is not
available, use the thickest available shim as a start-
ing point. Refer to Output Sprocket Spacer Chart for
available sizes. Then install the two sprockets with-
out the chain.
The chain sprockets are not reversible. Check the
height difference using a straight edge (special tool
6311 or equivalent) and a set of feeler gauges.
If the output sprocket is lower than transfer
sprocket, add the amount measured to the shim that
was installed (Fig. 449).
Fig. 450 Checking Sprocket Height

1 – STRAIGHT EDGE
2 – FEELER GAUGE
Fig. 449 Checking Sprocket Height

1 – STRAIGHT EDGE
OUTPUT SPROCKET SPACER CHART
2 – FEELER GAUGE
SCHEMATICS AND DIAGRAMS

42LE TRANSAXLE HYDRAULIC SCHEMATICS
42LE TRANSAXLE HYDRAULIC SCHEMATIC

SCHEMATICS AND DIAGRAMS (Continued)












SPECIFICATIONS Bearing Preload

Transfer Shaft . . . . . . . . 1 to 8 in. lbs. Drag Torque
42LE AUTOMATIC TRANSAXLE Overall Drag At Output Hub . . . . . 10 to 60 in. lbs.
Drag Torque
Type . . . . Longitudinally Mounted, Fully Adaptive, Sprocket Set Variance
Electronically Controlled, Four Speed Automatic. Height Variance . . . . . . . . . 6.457mm (6 0.018 in.)
Electronically Modulated Torque Converter.
Separate Sump Differential Differential Backlash
Torque Converter Diameter . . . . . . 254 millimeters Backlash Setting . . . . . . . . . . . . . . . . . .14 to.27mm
(10.00 in.) (0.0045 to 0.0105 in.)
Oil Capacity
Clutch Pack Clearances
Transmission Sump . . . . . . . . . 9.4 Liters (9.9 qts.)
Low/Rev Clutch (Select Reaction
Differential Sump . . . . . . . . . . 0.95 Liters (1.0 qts.)
Plate) . . . . . . . . . 0.89-1.04 mm (0.035-0.060 in.)
Oil Type Two/Four Clutch (No Selection) . . . . . 0.76-2.64 mm
Transmission Sump . . . . Mopart ATF+4 Type 9602 (0.030-0.104 in.)
Differential Sump . . . Mopart Fuel Saving 75W-90 Reverse Clutch (Select Snap Ring) . . 0.89-1.37 mm
Petroleum Based Hypoid Gear Lube (0.035-0.054 in.)
Overdrive Clutch (No Selection) . . . . 1.07-3.25 mm
Cooling Method . . . . Water Heat Exchanger and/or (0.042-0.128 in.)
Air to Oil Heat Exchanger Underdrive Clutch (Select Pressure
Lubrication . . . Pump (internal-external gear-type) Plate) . . . . . . . . . 0.94-1.50 mm (0.037-0.059 in.)
Input Shaft End Play . . . . . . . . . . . . 0.12-0.63 mm
Gear Ratios
(0.005-0.025 in.)
Transmission Portion
First Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.84 42LE TRANSAXLE TORQUE SPECIFICATIONS
Second Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.57
Direct Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00 DESCRIPTION TORQUE
Overdrive Gear . . . . . . . . . . . . . . . . . . . . . . . . 0.69 Adj. Lock Bracket . . . . . . . . . . . . 5 N·m (45 in. lbs.)
Reverse Gear . . . . . . . . . . . . . . . . . . . . . . . . . . 2.21 Cooler Line Conn. . . . . . . . . . . 18 N·m (155 in. lbs.)
Diff. Ass. Partial Bolts . . . . . . . . 8 N·m (71 in. lbs.)
Overall Top Gear Ratio (In Overdrive)
Diff. Cover Case . . . . . . . . . . . 28 N·m (250 in. lbs.)
2.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.68
Differential Drain Plug . . . . . . . 7 N·m (62 in. lbs.)
3.2, 3.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.52
Differential Fill Plug . . . . . . . . . 47 N·m (35 ft. lbs.)
Output Shaft Sprocket Teeth Count Diff. Ring Gear Bolts . . . . . . . . . 95 N·m (70 ft. lbs.)
2.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Teeth Diff. Vent Baffle Screw . . . . . . . . 5 N·m (45 in. lbs.)
3.2, 3.5L . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Teeth Differential Vent . . . . . . . . . . . 11 N·m (100 in. lbs.)
Driveplate To Crank Bolts . . . . . 95 N·m (70 ft. lbs.)
Transfer Sprocket Teeth Count
End Cover To Case . . . . . . . . . 28 N·m (250 in. lbs.)
2.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Teeth
Fluid Filter Screw . . . . . . . . . . . 5 N·m (45 in. lbs.)
3.2, 3.5L . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Teeth
Input Sensor To Case . . . . . . . 27 N·m (240 in. lbs.)
Final Drive Ratio Low/rev. Clutch Ret. To Case . . . 5 N·m (45 in. lbs.)
2.7L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.89 Main Sump Vent Screw . . . . . . . 5 N·m (45 in. lbs.)
3.2L/3.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.66 Main Sump Vent . . . . . . . . . . . 11 N·m (100 in. lbs.)
Man. Lev. To Valve Body . . . . . . 5 N·m (45 in. lbs.)
Pump Clearances Oil Pan To Trans. Case Screw . . 23 N·m (17 ft. lbs.)
Outer Gear To Pocket . . . . . . . . . . . 0.045-0.141mm Output Sensor To Case . . . . . . 27 N·m (240 in. lbs.)
(0.0018-0.0056 in.) Output Shaft Nut . . . . . . . . . 271 N·m (200 ft. lbs.)
Outer Gear Side Clearance . . . . . . . 0.020-0.046mm Park Sprag Ret. Screw . . . . . . . . 5 N·m (45 in. lbs.)
(0.0008-0.0018 in.) Pressure Check Plug . . . . . . . . . 6 N·m (53 in. lbs.)
Inner Gear Side Clearance . . . . . . . 0.020-0.046mm Pump To Case Bolts . . . . . . . . 29 N·m (250 in. lbs.)
(0.0008-0.0018 in.)
React. Shaft Ass. Bolt . . . . . . . 28 N·m (250 in. lbs.)
Bearing Preload Snubber Screws . . . . . . . . . . . . . 5 N·m (45 in. lbs.)
Differential Assembly . 7 to 30 in. lbs. Drag Torque Sol. Ass. To Transfer Plate . . . . . 6 N·m (53 in. lbs.)
Output Shaft . . . . . . . . . 1 to 8 in. lbs. Drag Torque Solenoid Wiring Conn. Ret. . . . . 6 N·m (53 in. lbs.)
SPECIFICATIONS (Continued)
DESCRIPTION TORQUE
Torque Conv. To Driveplate . . . . 88 N·m (65 ft. lbs.)
Transmission Mount . . . . . . . . . 61 N·m (45 ft. lbs.)
Transfer Shaft Stake Nuts . . 271 N·m (200 ft. lbs.)
Valve Body Assy . . . . . . . . . . . 12 N·m (105 in. lbs.)
Valve Body Screw . . . . . . . . . . . . 5 N·m (45 in. lbs.)
Wiring Harn. Tie Down . . . . . . . 6 N·m (53 in. lbs.)
SPECIAL TOOLS
42LE AUTOMATIC TRANSAXLE Dial Indicator C-3339
Puller Press Extension C-293-3
Slide Hammer C-3752
Adapter Blocks C-293–48
Seal Puller C-3981B
Puller Press C-293–PA
Universal Handle C-4171

Pressure Gauge (High) C-3293SP
SPECIAL TOOLS (Continued)
Handle Extension C-4171-2
Bearing Splitter P-334
Seal Installer C-4193A
Puller Set 5048
Installer C-4340
Installer 5050A
Adapter C-4996
Compressor 5058A
Adapter Set L-4559

Compressor 5059-A Tip 6268
Installer 5067 Remover/Installer 6301
Installer 6052 Remover/Installer 6302
Remover 6310
Disk 6057
Installer 6494
Remover 6495
Installer 6522
Wrench 6497
Puller Jaws 6545
Wrench 6498
Turning Fork 6548
Pinion Gauge Tool Set 6549

Remover 6502B
Remover 6550
Wrench 6503
Installer 6558 Seal Protector 6591
Installer 6560 Seal Protector 6592
Seal Installer 6567A

Fixture 6595
Remover 6577
Remover 6596
Staking Tool 6589 Remover 6597

Plate Set 6599

Cooler Flusher 6906
Support Plate 6618A
End Play Set 8266
Staking Tool 6639
Remover 6669 Pressure Fixture 8391

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Available Formats

LH 42LE TRANSAXLE 21 - 1

DESCRIPTION AND OPERATION FLUID DRAIN AND REFILL-DIFFERENTIAL

BRAKE/TRANSMISSION SHIFT INTERLOCK SCHEMATICS AND DIAGRAMS

DESCRIPTION AND OPERATION

Fig. 1 42LE Transaxle

FLUID REQUIREMENT TORQUE CONVERTER

FLUID ADDITIVES Fig. 3 Torque Converter Assembly

ELECTRONICALLY MODULATED CONVERTER OIL PUMP

NO EMCC Fig. 4 Oil Pump Assembly

VALVE BODY OPERATION

DESCRIPTION NOTE: Refer to the Hydraulic Schematics for a

SOLENOID SWITCH VALVE

CONVERTER CLUTCH SWITCH VALVE

Fig. 6 Valve Body—Exploded

LOW/REVERSE SWITCH VALVE ACCUMULATORS

Fig. 7 Accumulator Assembly—Typical

Fig. 10 Input Clutch Assembly

DESCRIPTION LOW/REVERSE CLUTCH

Fig. 13 Differential Assembly

Fig. 12 Planetary Geartrain OPERATION

Fig. 15 Example of CVI Calculation

SHIFT SCHEDULES • Engine load

Schedule Condition Expected Operation

TRANSMISSION CONTROL RELAY in “limp-in” mode. After a controller reset (ignition

Fig. 16 Transmission Control Relay Location

GEAR L/R 2/4 OD

The TCM also tests the 2/4 and OD pressure

TRANSMISSION RANGE SENSOR

TRANSMISSION TEMPERATURE SENSOR

SHIFT POSITION INDICATOR

Fig. 23 Output Speed Sensor Location

Fig. 22 Sensor Relation to Input Clutch Hub

The TCM compares the input speed signal with

OUTPUT SPEED SENSOR Fig. 24 O-Ring Location

Fig. 26 Ignition Key/Switch Positions

Fig. 28 Ignition Key/Switch Positions

APPROXIMATE SHIFT POINT

MANUAL SHIFTS ARE NOT PERMITTED UNDER THE FOLLOWING CONDITIONS

TYPE OF SHIFT APPROXIMATE SHIFT POINT

DIAGNOSIS AND TESTING • Fluid level and condition

Shift Lever INPUT CLUTCHES HOLDING CLUTCHES

The process of elimination can be used to detect

HYDRAULIC PRESSURE TESTS

CLUTCH AIR PRESSURE TESTS

Gear Selector Actual Gear PRESSURE TAPS

*Engine speed at 1500 rpm

FLUID LEAKAGE-TORQUE CONVERTER HOUSING

FLUID LEAKAGE-TORQUE CONVERTER

Fig. 32 Weep Hole Location

TORQUE CONVERTER LEAKAGE

NOTE: Hub weld is inside and not visible. Do not

Transmission Fluid Temperature Chart

NOTE: Verify that the transaxle cooler lines are INSTALLATION

(1) Remove cover plate filler plug on Tool 6906.

TRANSAXLE QUICK LEARN PROCEDURE REMOVAL AND INSTALLATION

Fig. 43 Upper Column Removal/Installation

(10) Unseat the cable grommet from the firewall

Fig. 48 Cable Routing Bracket—(3.2L/3.5L Shown/

Fig. 46 Column Gear Shift Cable—Removal/

Fig. 47 Throttle/Gearshift Cable Bracket