1993 CHEVROLET PLYMOUTH ACCLAIM key

(16) Connect the battery ground (negative) cable.
Test the operation of the lights and horns. If applica-
ble, reset the clock and radio.
STEERING COLUMN COMPONENT SERVICE
The Acustar tilt and standard steering columns
(Fig.1) have been designed to be serviced as an as-
sembly; less wiring, switches, shrouds, steering
wheel, etc. Also most steering column components
can be serviced without removing the steering col-
umn from the vehicle. For additional information on
electrical components refer to Group 8H Electrical.
GEAR SHIFT LEVER
The gear shift lever (if equipped) is a serviceable
component of the Acustar steering column assembly.
REMOVE (1) Support the steering column assembly as
shown in (Fig. 1) using a suitable size socket. (2) Using a drift of the appropriate size drive the
roll pin out of the steering column and gear shift le-
ver (Fig. 1). Remove the gear shift lever from the
steering column assembly.
INSTALL (1) Support the steering column assembly as
shown in (Fig. 1) using a suitable size socket. (2) Install the gear shift lever into the steering col-
umn assembly. Align the roll pin holes in the gear
shift lever and the steering column assembly. (3) Carefully Install the roll pin into the steering
column assembly and through the shift lever. If the
roll pin binds check the alignment on the holes. Be
sure roll pin is fully installed into the steering col-
umn assembly.
IGNITION SWITCH SERVICE
TEST AND REPAIR
If the ignition switch effort seems to be excessive
due to binding. Follow the procedure outlined below
to determine the cause.
When service procedures are performed on the
Acustar steering column there are certain areas of the
column that can not be tampered with. If a problem re-
lated to these areas of the steering column are detected.
The entire steering column (less the removable compo-
nents) should be replaced see (Fig. 2 and 3).
(1) Remove ignition switch from steering column.
Refer to Group 8H Electrical.
(2) Using a key cylinder, check the turning effort
of the switch.
² If the ignition switch binds look for the following
conditions.
Fig. 1 Gear Shift Lever Removal
Fig. 2 Steering Column Non-Serviceable Components
19 - 34 STEERING Ä

AUTOMATIC TRANSMISSION SHIFTER/IGNITION INTERLOCK INDEX
page page
General Information ....................... 36
Interlock System Adjustment ................ 37 Interlock System Operation Check
............ 36
Shifter/Ignition Interlock Cable ............... 38
GENERAL INFORMATION
The automatic transmission Shifter/Ignition Inter-
lock, is a mechanically cable operated system (Fig.
1). It interconnects the automatic transmission floor
mounted shifter to the steering column ignition
switch. The interlock system locks the floor mounted
shifter on automatic transmission equipped vehicles
into the PARK position. The Interlock system is en-
gaged whenever the ignition switch is in the LOCK
or ACCESSORY position. When the key is in the
OFF or RUN position the shifter is unlocked and will
move into any position. The interlock system also
prevents ignition switch from being turned to the
OFF or ACCESSORY position, unless shifter is fully
locked into the PARK position.
INTERLOCK SYSTEM OPERATION CHECK
(1) With the shifter in PARK, and the shifter knob
pushbutton in its full up position, the ignition switch should rotate freely from OFF to LOCK position.
When the shifter is moved to the DRIVE (or OVER-
DRIVE) position if so equipped the ignition switch
should not rotate from OFF to LOCK. (2) Moving shifter out of PARK should only be pos-
sible when ignition switch is in the OFF or RUN po-
sition. Movement of the shifter from the PARK
position should not be possible, when the ignition
switch is in the LOCK position. (3) If the automatic transmission Shifter/Ignition
Interlock System operates in any way other than as
described above, diagnosis, adjustment or repair of
the system is required. See Adjustment and Repair
procedures in this section of the service manual.
Fig. 1 Shifter Ignition Interlock System Components
19 - 36 STEERING Ä

INTERLOCK SYSTEM ADJUSTMENT
If ignition switch is binding, operating effort high or
can not be turned to the LOCK position, with shifter locked
in PARK, adjustment of Interlock System may be
required. To adjust Interlock System, follow procedure
listed below. (1) Remove the shift knob to shifter retaining screw
and shift knob from shifter (Fig. 2). Leave the shifter
release button in shifter handle.
(2) On the AA and AP bodies, remove PRNDL plate
(Fig. 2) from center console for adjustment of interlock
cable. PRNDL plate is removed by gently prying be-
tween plate and console with a screw driver. Use care
so not to damage plate or console assembly. (3) On the AG and AJ bodies, the center console
(Fig. 3) requires removal from vehicle for adjustment of
interlock cable. Refer to the AG or AJ section of Group
23 Body, in this service manual for detailed center
console removal procedure. (4) Place shifter in PARK, and ensure that the
plunger (Fig. 4) on shifter mechanism is in the full up
position. (5) Turn ignition switch to the ACCESSORY posi-
tion. The Interlock System will not adjust prop-
erly if the ignition switch is in the LOCK position.
If interlock cable has lost its adjustment, it
will be necessary to manually position cable to get
key into Accessory position. Grasp slug on interlock
cable (Fig. 5) with needle nose pliers and pull back
on cable. This will allow the ignition switch to be
turned to the ACCESSORY position. (5) Check that the interlock cable slug is com-
pletely seated into the shifter interlock lever (Fig. 4). (6) Check that the ignition switch is still in the ac-
cessory position (Fig. 1). Loosen the shifter interlock
Fig. 3 AG & AJ Center Console
Fig. 4 Plunger Position For Interlock Adjustment
Fig. 2 Removing Shift Knob And PRNDL Plate
Ä STEERING 19 - 37

so that pump housing and case front may be covered
with soapy solution or water. Leaks are sometimes
caused by porosity in the case or pump housing.If a leak source is located, that part and all associ-
ated seals, O-rings, and gaskets should be replaced
with new parts.
GEARSHIFT LINKAGE ADJUSTMENT
Normal operation of the Park/Neutral Position
Switch provides a quick check to confirm proper
manual linkage adjustment. Move the selector level slowly upward until it
clicks into the ``P'' Park notch in the selector gate. If
the starter will operate the ``P'' position is correct. After checking ``P'' position, move selector slowly
toward ``N'' Neutral position until lever drops in the
``N'' stop. If the starter will also operate at this point
the gearshift linkage is properly adjusted. If the
starter fails to operate in either position, linkage ad-
justment is required.
CAUTION: When it is necessary to disassemble
linkage cable from levers, which use plastic grom-
mets as retainers, the grommets should be replaced
with new grommets. Use a prying tool to force rod
from grommet in lever, then cut away old grommet.
Use pliers to snap new grommet into lever and rod
into grommet.
(1) Set parking brake.
(2) Place gearshift lever in P(PARK) position.
(3) Loosen clamp bolt on gearshift cable bracket.
(4) Column shift: Insure that preload adjustment
spring engages fork on transaxle bracket. (5) Pull the shift lever by hand to the front detent
position (PARK) and tighten lock. Tighten screw to
11 N Im (100 in. lbs.). Gearshift linkage should now
be properly adjusted. (6) Check adjustment as follows:(a) Detent position for neutral and drive should
be within limits of hand lever gate stops. (b) Key start must occur only when shift lever is
in park or neutral positions.
THROTTLE PRESSURE LINKAGE ADJUSTMENT
The throttle pressure cable adjustment is very im-
portant to proper transaxle operation. This adjust-
ment positions a valve which controls shift speed,
shift quality, and part throttle downshift sensitivity.
If the setting is too long, early shifts and slippage be-
tween shifts may occur. If the setting is too short,
shifts may be delayed and part throttle downshifts
may be very sensitive.
CABLE ADJUSTMENT PROCEDURE (4-CYL.)
(1) Perform transaxle throttle pressure cable ad-
justment while engine is at normal operating tem-
perature. (2) Loosen cable mounting bracket lock screw.
(3) Bracket should be positioned with both bracket
alignment tabs touching the transaxle cast surface.
Tighten lock screw to 12 N Im (105 in. lbs.) see Fig-
ure 8.
(4) Release cross-lock on the cable assembly (pull
cross-lock upward) see Figure 7. (5) To insure proper adjustment, the cable must be
free to slide all the way toward the engine, against
its stop, after the cross-lock is released. (6) Move transaxle throttle control lever fully
clockwise, against its internal stop, and press cross-
lock downward into locked position (Fig. 7). (7) The adjustment is complete and transaxle
throttle cable backlash was automatically removed. (8) Test cable freedom of operation by moving the
transaxle throttle lever forward (counterclockwise).
Then slowly release it to confirm it will return fully
rearward (clockwise). (9) No lubrication is required for any component of
the throttle cable system.
ROD ADJUSTMENT PROCEDURE (6-CYL.)
(1) Perform transaxle throttle pressure cable ad-
justment while engine is at normal operating tem-
perature. (2) Loosen adjustment swivel lock screw.
(3) To insure proper adjustment, swivel must be
free to slide along flat end of throttle rod so that pre-
load spring action is not restricted. Disassemble and
clean or repair parts to assure free action, if neces-
sary. (4) Hold transaxle throttle lever firmly toward en-
gine, against its internal stop and tighten swivel lock
screw to 11 N Im (100 in. lbs.)
(5) The adjustment is finished and linkage back
lash was automatically removed by the preload
spring. (6) If lubrication is required see Lubrication,
Group 0.
Fig. 8 Throttle Pressure CableÐTypical
21 - 46 TRANSAXLE Ä

ing to each new reading. This provides the precise
and sophisticated friction element control needed to
make smooth clutch-to-clutch shifts for all gear
changes. The use of overrunning clutches or other
shift quality aids are not required. As with most au-
tomatic transaxles, all shifts involve releasing one el-
ement and applying a different element. In simplified
terms, the upshift logic allows the releasing element
to slip back wards slightly to ensure that it does not
have excess capacity; the apply element is filled until
it begins to make the speed change to the higher
gear; its apply pressure is then controlled to main-
tain the desired rate of speed change until the shift
is complete. The key to providing excellent shift
quality is precision; for example, as mentioned, the
release element for upshifts is allowed to slip back-
wards slightly; the amount of that slip is typically
less than a total of 20 degrees. To achieve that pre-
cision, the transmission control module learns the
characteristics of the particular transaxle that it is
controlling. It learns the release rate of the releasing
element and the apply time of the applying element.
It also learns the rate at which the apply element
builds pressure sufficient to begin making the speed
change. This method achieves more precision than
would be possible with exacting tolerances. It can
also adapt to any changes that occur with age or en-
vironment, for example, altitude, temperature, en-
gine output, etc. For kickdown shifts, the control logic allows the re-
leasing element to slip and then controls the rate at
which the input (and engine) accelerate; when the
lower gear speed is achieved, the releasing element
reapplies to maintain that speed until the apply ele-
ment is filled. This provides quick response since the
engine begins to accelerate immediately and a
smooth torque exchange since the release element
can control the rate of torque increase. This control
can make any powertrain feel more responsive with-
out in creasing harshness. Adaptive controls respond to input speed changes. They compensate for changes in engine or friction el-
ement torque and provide good, consistent shift qual-
ity for the life of the transaxle.
ON-BOARD DIAGNOSTICS
These controls provide comprehensive, on-board
transaxle diagnostics. The information available can
aid in transaxle diagnosis. For example, apply ele-
ment buildup rate indicates solenoid performance.
Also included are self diagnostic functions. Self diag-
nostics allow the technician to test the condition of
the electronic controls. The transmission control
module continuously monitors its critical functions.
It also records any malfunctions, and the number of
engine starts since the last malfunction. This allows
the technician to use the information in the event of
a customer complaint.
41TE TRANSAXLE GENERAL DIAGNOSIS
CAUTION: Before attempting any repair on a 41TE
four speed automatic transaxle, check for diagnos-
tic trouble codes with the DRB II scan tool. Always
use the Powertrain Diagnostic Test Procedure Man-
ual.
Transaxle malfunctions may be caused by these
general conditions:
² Poor engine performance
² Improper adjustments
² Hydraulic malfunctions
² Mechanical malfunctions
² Electronic malfunctions
Diagnosis of these problems should always begin
by checking the easily accessible variables: fluid
level and condition, gearshift cable adjustment. Then
perform a road test to determine if the problem has
been corrected or that more diagnosis is necessary. If
the problem exists after the preliminary tests and
corrections are completed, hydraulic pressure checks
should be performed.
21 - 88 TRANSAXLE Ä

CAUTION: Prevent manual shaft rotation during in-
stallation and removal. (2) With rotary motion, install converter hub seal
cup over input shaft. It must go through the con-
verter hub seal until the cup bottoms against the
pump gear lugs. Secure with cup retainer strap using
starter upper hole and opposite bracket hole. (3) Attach and clamp hose from nozzle of Tool
C-4080 to the upper cooler line fitting position in
case.
CAUTION: Do not, under any circumstances, pres-
surize a transaxle to more than 10 psi.
(4) Pressurize the transaxle using Tool C-4080 un-
til the pressure gauge reads 8 psi. Position transaxle
so that pump housing and case front may be covered
with soapy solution of water. Leaks are sometimes
caused by porosity in the case or pump housing. If a leak source is located, that part and all associ-
ated seals, O-rings, and gaskets should be replaced
with new parts.
GEARSHIFT LINKAGE ADJUSTMENT
Normal operation of the transmission range switch
(PRNDL) and park/neutral position switch provides a
quick check to confirm proper manual linkage adjust-
ment. Move the selector level slowly upward until it
clicks into the ``P'' Park notch in the selector gate. If
the starter will operate the ``P'' position is correct. After checking ``P'' position, move selector toward
``N'' Neutral position until lever drops in the ``N''
stop. If the starter will also operate at this point the
gearshift linkage is properly adjusted.
CAUTION:When it is necessary to disassemble link-
age cable from levers, which use plastic grommets
as retainers, the grommets should be replaced with
new grommets. Use a prying tool to force rod from
grommet in lever, then cut away old grommet. Use
pliers to snap new grommet into lever and rod into
grommet.
(1) Set parking brake.
(2) Place gearshift lever in P(PARK) position.
(3) Loosen clamp bolt on gearshift cable bracket.
(4) Column shift: Insure that preload adjustment
spring engages fork on transaxle bracket. (5) Pull the shift lever by hand to the front detent
position (PARK) and tighten lock screw to 11 N Im
(100 in. lbs.). Gearshift linkage should now be prop-
erly adjusted. (6) Check adjustment as follows:(a) Detent position for neutral and drive should
be within limits of hand lever gate stops. (b) Key start must occur only when shift lever is
in park or neutral positions.
ALUMINUM THREAD REPAIR
Damaged or worn threads in the aluminum tran-
saxle case and valve body can be repaired by the use
of Heli-Coils, or equivalent. This repair consists of
drilling out the worn-out damaged threads. Then tap
the hole with a special Heli-Coil tap, or equivalent,
and installing a Heli-Coil insert, or equivalent, into
the hole. This brings the hole back to its original
thread size. Heli-Coil, or equivalent, tools and inserts are
readily available from most automotive parts suppli-
ers.
COOLERS AND TUBES REVERSE FLUSHING
When a transaxle failure has contaminated the
fluid, the oil cooler(s) must be flushed and the cooler
bypass valve in the transaxle must be replaced. The
torque converter must also be replaced with an ex-
change unit. This will insure that metal particles or
sludged oil are not later transferred back into the re-
conditioned (or replaced) transaxle.
Fig. 5 Torque Converter Hub Seal Cup
Fig. 6 Hub Seal Cup Retaining Strap
21 - 98 TRANSAXLE Ä

SPEED SENSOR-OUTPUT
CAUTION: When disconnecting speed sensor con-
nector, be sure that the weather seal does not fall
off or remain in old sensor. The output speed sensor is located to the left of the
manual shift lever (Fig. 8).
TRANSMISSION CONTROL MODULE
When replacing a transmission control module, do
not interchange transmission control modules with
previous year transmission control modules. If a
same year transmission control module is being used
from a different vehicle, the following procedures
must be performed before operating the transaxle:
² Quick Learn Procedure
² Torque Converter Clutch Break-in Procedure
² Electronic Pinion Procedure
The transmission control module is located on the
passenger side of the engine compartment. It is held
in place by four mounting screws. If the transmission control module has been
replaced, the following procedures must be per-
formed:
² ``Quick Learn Procedure''. This procedure will al-
low the transmission control module to learn the
characteristics of the vehicle.
² ``Electronic Pinion Procedure''. This procedure will
reprogram settings within the transmission control
module to compensate for different tire sizes and fi-
nal drive ratios.
² ``Converter Clutch Break-In Procedure'' This proce-
dure will reset the torque converter clutch status.
REMOVAL AND INSTALLATION
(1) Loosen 60 way retaining screw, located in the
center of the 60 way connector. Then disconnect the
60 way connector on transmission control module. (2) Remove transmission control module mounting
screws and lift module from vehicle. To install, reverse removal procedure.
TRANSAXLE QUICK LEARN PROCEDURE
The quick learn procedure requires the use of the
DRB II scan tool and the 1993 DRB II scan tool car-
tridge. This program allows the electronic transaxle sys-
tem to recelebrate itself to provide the best possible
transaxle operation. The quick learn procedure
should be performed if any of the following proce-
dures are performed:
² Transaxle Assembly Replacement
² Transmission Control Module Replacement
² Solenoid Pack Replacement
² Clutch Plate and/or Seal Replacement
² Valve Body Replacement or Recondition
(1) Plug the DRB II scan tool into the blue CCD
Buss connector. The connector is located under the
instrument panel on the drivers side of the vehicle. (2) Insert the 1993 DRB II scan tool cartridge into
the DRB II scan tool. (3) The red and green lights on the DRB II scan
tool will light up and then begin flashing. Wait until
the lights stop flashing before continuing with this
procedure. (4) Press the number 4 key on the DRB II scan
tool key pad. Item number 4 will not appear on the
DRB II scan tool screen unless you scroll down. It is
not necessary to scroll down to be able to choose item
4. (5) Press the number 2 on the DRB II scan tool
key pad (Transmission). (6) Press the number 1 on the DRB II scan tool
key pad. Wait for the DRB II scan tool to perform the
following three tests before continuing (These tests
are done automatically by the DRB II scan tool).
² Buss Test
² Initialize
² Controller Part Number
Fig. 7 Park/Neutral Position Switch
Fig. 8 Output Speed Sensor
Ä TRANSAXLE 21 - 103

(7) Press the number 5 on the DRB II scan tool
key pad (Adjustments). (8) Press the number 3 on the DRB II scan tool
key pad (Quick Learn). Then follow the instructions
on the DRB II scan tool screen.
PINION FACTOR PROCEDURE
The vehicle speed readings for the speedometer are
taken from the output speed sensor. Because of dif-
ferent tire sizes and final drive ratios, the transmis-
sion control module must be calibrated to reflect the
different combinations of equipment. A procedure has
been developed called Pinion Factor. It allows the
technician to set the transmission control module ini-
tial setting 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 II scan tool. Perform the fol-
lowing steps with the DRB II scan tool to read or re-
set the Pinion Factor: (1) Plug the DRB II scan tool into the blue CCD
Bus connector. The connector is located under the in-
strument panel on the drivers side of the vehicle. (2) Insert the 1993 DRB II scan tool cartridge into
the DRB II scan tool. (3) The red and green lights on the DRB II scan
tool will light up and then begin flashing. Wait until
the lights stop flashing before continuing with this
procedure. (4) Press the number 4 key (Select System) on the
DRB II scan tool key pad. Item number 4 will not ap-
pear on the DRB II scan tool screen unless you scroll
down. It is not necessary to scroll down to be able to
choose item 4. (5) Press the number 2 on the DRB II scan tool
key pad (Transmission). (6) Press the number 1 on the DRB II scan tool
key pad. Wait for the DRB II scan tool to perform the
following three tests before continuing (These tests
are done automatically by the DRB II scan tool).
² Bus Test
² Initialize
² Transmission Control Module Part Number
(7) Press the number 5 on the DRB II scan tool
key pad (Adjustments). (8) Press the number 2 on the DRB II scan tool
key pad (Pinion Factor). Then follow the instructions
on the DRB II scan tool screen.
TORQUE CONVERTER CLUTCH BREAK-IN
PROCEDURE
A torque converter clutch break-in program is be-
ing used on all models with a 41TE. This program
will properly condition the torque converter clutch. This will eliminate shudder during partial torque
converter clutch operation on a new torque converter.
If the torque converter is replaced, the new clutch
within the torque converter will require break-in.
The current break-in status stored in the transmis-
sion control module will have to be reset to the start
of break-in with the DRB II scan tool. If a new transmission control module is put on the
vehicle, the status will be at the start of break-in.
This status is acceptable regardless of the mileage on
the torque converter. No modification of the break-in
status is required. To properly service these vehicles, it is necessary to
use a DRB II scan tool to read or reset the break-in
status. Perform the following steps with the DRB II
scan tool to reset the break-in status: (1) Plug the DRB II scan tool into the blue CCD
Bus connector. The connector is located under the in-
strument panel on the drivers side of the vehicle. (2) Insert the 1993 DRB II scan tool cartridge into
the DRB II scan tool. (3) The red and green lights on the DRB II scan
tool will light up and then begin flashing. Wait until
the lights stop flashing before continuing with this
procedure. (4) Press the number 4 key (Select System) on the
DRB II scan tool key pad. Item number 4 will not ap-
pear on the DRB II scan tool screen unless you scroll
down. It is not necessary to scroll down to be able to
choose item 4. (5) Press the number 2 on the DRB II scan tool
key pad (Transmission). (6) Press the number 1 on the DRB II scan tool
key pad. Wait for the DRB II scan tool to perform the
following three tests before continuing (These tests
are done automatically by the DRB II scan tool).
² Bus Test
² Initialize
² Transmission Control Module Part Number
(7) Press the number 5 on the DRB II scan tool
key pad (Adjustments). (8) Press the number 1 on the DRB II scan tool
key pad (Reset LU Clutch). The DRB II scan tool will
display one of three screens. (a) LU Clutch Break-in Status: Start
(b) LU Clutch Break-in Status: In-progress
Press ENTER to Reset Break-in status (c) LU Clutch Break-in Status: CompletePress
ENTER to Reset Break-in status
If screen (a) appears, the transmission control mod-
ule is at the beginning of its break-in program. No
further action is required. If screen (b) appears, the transmission control mod-
ule is in the middle of a its break-in program. Press
the enter key on the DRB II scan tool key pad to re-
turn the status to the start of break-in.
21 - 104 TRANSAXLE Ä