1993 CHEVROLET PLYMOUTH ACCLAIM low oil pressure

POWER STEERING GEAR INDEX
page page
General Information ....................... 25
Outer Tie Rod ........................... 27 Steering Gear Service
..................... 25
GENERAL INFORMATION
The power steering gear (Fig. 1) should NOT be
serviced or adjusted. If a malfunction or oil leak
occurs. The complete steering gear should be
replaced. If a steering gear boot needs to be replaced due to
damage, refer to the power steering gear service sec-
tion in this manual for proper procedure. The power steering system consists of these four
major components. Power Steering Gear, Power Steer-
ing Pump, Pressure Hose, and Return Line. Turning of
the steering wheel is converted into linear travel
through the meshing of the helical pinion teeth with
the rack teeth. Power assist steering is provided by an
open center, rotary type control valve which directs oil
from the pump to either side of the integral rack piston. Road feel is controlled by the diameter of a torsion
bar which initially steers the vehicle. As required
steering effort increases, as in a turn. The torsion bar
twists, causing relative rotary motion between the
rotary valve body and the valve spool. This movement
directs oil behind the integral rack piston, which, in
turn, builds up hydraulic pressure and assists in the
turning effort. The drive tangs on the pinion of the power steering
pump mate loosely with a stub shaft. This is to permit
manual steering control to be maintained if the drive
belt on the power steering pump should break. How-
ever, under these conditions, steering effort will be
increased.
STEERING GEAR SERVICE
The power steering gear should NOT be ser-
viced or adjusted. If a malfunction or oil leak
occurs. The complete steering gear should be
replaced.
REMOVAL
(1) Raise vehicle See Hoisting, Group 0. Put oil drain
pan under vehicle to catch power steering fluid. (2) Remove front road wheels.
(3) Remove both tie rod ends from steering knuckles,
using Puller Special Tool C-3894-A (Fig. 1). (4) Disconnect engine damper strut from crossmem-
ber (if so equipped). (5) Remove the 3 front suspension crossmember at-
taching bolts and the nut (Fig. 2) from the locating
stud. Lower front suspension crossmember, using
Fig. 1 Power Steering Gear Assembly
Ä STEERING 19 - 25

THREE SPEED TORQUEFLITE AUTOMATIC TRANSAXLE INDEX
page page
Accumulator-Recondition ................... 67
Aluminum Thread Repair ................... 48
Assembly Subassembly Installation ........... 57
Band Adjustment ......................... 47
Bearing Adjustment Procedures .............. 81
Clutch and Servo Air Pressure Tests .......... 43
Differential Repair ........................ 76
Disassembly Subassembly Removal .......... 50
Fluid and Filter Change .................... 40
Fluid Drain and Refill ..................... 40
Fluid Leakage-Transaxle Torque Converter Housing Area .......................... 44
Fluid Level and Condition .................. 40
Front Clutch-Recondition ................... 62
Front Planetary & Annulus Gear-Recondition .... 65
Gearshift Linkage Adjustment ............... 46
General Information ....................... 35
Governor ............................... 48
Hydraulic Control Pressure Adjustments ....... 47
Hydraulic Pressure Tests ................... 42
Kickdown Servo (Controlled Load)-Recondition . . 67 Low/Reverse Servo-Recondition
.............. 66
Oil Cooler Flow Check .................... 48
Oil Coolers and Tubes Reverse Flushing ...... 48
Oil Pump-Recondition ..................... 62
Output Shaft Repair ...................... 71
Park/Neutral Position and Back-Up Lamp Switch . 47
Parking Pawl ............................ 71
Pump Oil Seal-Replacement ................ 61
Rear Clutch-Recondition ................... 64
Road Test .............................. 40
Selection of Lubricant ..................... 40
Special Additives ......................... 40
Three Speed Torqueflite General Diagnosis ..... 36
Throttle Pressure Linkage Adjustment ......... 46
Torque Converter Clutch Solenoid Wiring Connector ............................ 40
Transaxle and Torque Converter Removal ...... 48
Transfer Shaft Repair ..................... 68
Valve Body-Recondition .................... 57
Vehicle Speed Sensor Pinion Gear ........... 47
GENERAL INFORMATION
Safety goggles should be worn at all times
when working on these transaxles. This transaxle combines a fully automatic 3 speed
transmission, final drive gearing, and differential into
a front wheel drive system. The unit is a Metric
design. The identification markings and usage of the
transaxle are charted in Diagnosis and Tests. Transaxle operation requirements are differ-
ent for each vehicle and engine combination and
some internal parts will be different to provide
for this. Therefore, when replacing parts, refer to
the seven digit part number stamped on rear of
the transaxle oil pan flange. Within this transaxle, there are 3 primary areas:
(1) Main center line plus valve body.
(2) Transfer shaft center line (includes governor and
parking sprag). (3) Differential center line. Center distances be-
tween the main rotating parts in these 3 areas are held
precise. This maintains a low noise level through
smooth accurate mesh of the gears. The torque converter, transaxle area, and differential
are housed in an integral aluminum die casting. The
differential oil sump is common with thetransaxle
sump. Separate filling of the differential is NOT nec-
essary. The torque converter is attached to the crankshaft
through a flexible driving plate. Cooling of the con-
verter is accomplished by circulating the transaxle
fluid through an oil-to-water type cooler located in the
radiator side tank and/or an oil-to air heat ex- changer. The torque converter assembly is a sealed
unit that cannot be disassembled.
The transaxle fluid is filtered by an internal filter
attached to the lower side of the valve body assem-
bly. Engine torque is transmitted to the torque con-
verter then, through the input shaft to multiple-disc
clutches in the transaxle. The power flow depends on
the application of the clutches and bands. Refer to
Elements in Use Chart in Diagnosis and Tests sec-
tion. The transaxle consists of two multiple-disc
clutches, an overrunning clutch, two servos, a hy-
draulic accumulator, two bands, and two planetary
gear sets. They provide three forward ratios and a re-
verse ratio. The common sun gear of the planetary
gear sets is connected to the front clutch by a driving
shell. The drive shell is splined to the sun gear and
to the front clutch retainer. The hydraulic system
consists of an oil pump, and a single valve body
which contains all of the valves except the governor
valves. The transaxle sump and differential sump are
both vented through the dipstick.Output torque
from the main center line is delivered through heli-
cal gears to the transfer shaft.This gear set is a
factor of the final drive (axle) ratio. The shaft also
carries the governor and parking sprag. An integral
helical gear on the transfer shaft drives the differen-
tial ring gear. The final drive gearing is completed
with one of three gear sets producing overall top gear
ratios of 2.78, 3.02, or 3.22 depending on model and
application.
Ä TRANSAXLE 21 - 35

TORQUE CONVERTER CLUTCH
The torque converter clutch is standard on all ve-
hicles. It is activated only in direct drive and is con-
trolled by the engine electronics. A solenoid on the
valve body, is powered by the powertrain control mod-
ule to activate torque converter clutch.
HYDRAULIC CONTROL SYSTEM
The hydraulic control circuits show the position of
the various valves. They indicate those under hydrau-
lic pressure for all operations of the transaxle. The hydraulic control system makes the transaxle
fully automatic, and has four important functions to
perform. In a general way, the components of any
automatic control system may be grouped into the
following basic groups: The pressure supply system, the pressure regulating
valves, the flow control valves, the clutches, and band
servos. Taking each of these basic groups or systems in turn,
the control system may be described as follows:
PRESSURE SUPPLY SYSTEM
The pressure supply system consists of an oil pump
driven by the engine through the torque converter. The
single pump furnishes pressure for all the hydraulic
and lubrication requirements. Oil pump housing
assemblies are available with preselected pump
gears.
PRESSURE REGULATING VALVES
The pressure regulating valve controls line pressure
dependent on throttle opening. The governor valve
transmits regulated pressure to the valve body (in
conjunction with vehicle speed) to control upshift and
downshift. The throttle valve transmits regulated pressure to
the transaxle (dependent on throttle position) to con-
trol upshift and downshift.
FLOW CONTROL VALVES
The manual valve provides the different transaxle
drive ranges as selected by the vehicle operator. The 1-2 shift valve automatically shifts the transaxle
from first to second or from second to first, depending
on the vehicle operation. The 2-3 shift valve automatically shifts the transaxle
from second to third or from third to second depending
on the vehicle operation. The kickdown valve makes possible a forced down-
shift from third to second, second to first, or third to
first (depending on vehicle speed). This can be done by
depressing the accelerator pedal past the detent ``feel''
near wide open throttle. The shuttle valve has two separate functions and
performs each independently of the other. The first
provides fast release of the kickdown band, and
smooth front clutch engagement, when the driver makes a
lift-footupshift from second to third. The
second function of the shuttle valve is to regulate the
application of the kickdown servo and band when
making third to second kickdown. The by-pass valve provides for smooth application of
the kickdown band on 1-2 upshifts. The torque converter clutch solenoid allows for the
electronic control of the clutch inside the torque con-
verter. It also disengages the torque converter at closed
throttle, during engine warm-up, and during part-
throttle acceleration. The switch valve directs oil to apply the torque
converter clutch in one position and releases the torque
converter clutch in the other position.
CLUTCH, BAND SERVO, AND ACCUMULATOR
The front and rear clutch pistons, and both servo
pistons are moved hydraulically to engage the clutches
and apply the bands. The pistons are released by
spring tension when hydraulic pressure is released. On
the 2-3 upshift, the kickdown servo piston is released
by spring tension and hydraulic pressure. The accumulator controls the hydraulic pressure on
the apply side of the kickdown servo during the 1-2
upshift; thereby, cushioning the kickdown band appli-
cation at any throttle position.
GEARSHIFT AND PARKING LOCK CONTROLS
The transaxle is controlled by a lever typegearshift
incorporated within the console or the steering column.
The control has six selector lever positions: P (park), R
(reverse), N (neutral), and D (drive), 2 (second), and 1
(first). The parking lock is applied by moving the
selector lever past a gate to the Pposition. Do not
apply the parking lock until the vehicle has
stopped; otherwise, a severe banging noise will
occur.
THREE SPEED TORQUEFLITE GENERAL DIAGNO-
SIS
Automatic transaxle malfunctions may be caused by
four general conditions:
² Poor engine performance
² Improper adjustments
² Hydraulic malfunctions
² Mechanical malfunctions.
Diagnosis of these problems should always begin by
checking the easily accessible variables: fluid level and
condition, gearshift cable adjustment, and throttle
pressure 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 tests should be performed.
21 - 36 TRANSAXLE Ä

FLUID LEVEL AND CONDITION
The transmission and differential sump have a
common oil sump with a communicating opening
between the two. Before removing the dipstick, wipe all dirt off of the
protective disc and the dipstick handle. The torque converter will fill in both the PPark or N
Neutral positions. Place the selector lever in PPark to
check fluid level. Inspect fluid level on dipstick every six months.
Allow the engine to idle for at least one minute
with vehicle on level ground. This will assure
complete oil level stabilization between differen-
tial and transmission. A properly filled transaxle
will read near the addmark when fluid temperature is
21 degrees Celsius (70 degrees Fahrenheit). When the
transaxle reaches operating temperature the fluid
should be in the HOTregion.
Low fluid level can cause a variety of conditions
because it allows the pump to take in air along with the
fluid. As in any hydraulic system, air bubbles make the
fluid spongy, therefore, pressures will be low and build
up slowly. Improper filling can also raise the fluid level too
high. When the transaxle has too much fluid, the gears
churn up foam and cause the same conditions which
occur with a low fluid level. In either case, the air bubbles can cause overheating,
fluid oxidation, and varnishing, which can interfere
with normal valve, clutch, and servo operation. Foam-
ing can also result in fluid escaping from the transaxle
vent (dipstick handle) where it may be mistaken for a
leak. Along with fluid level, it is important to check the
condition of the fluid. When the fluid smells burned,
and is contaminated with metal or friction material
particles, a complete transaxle overhaul is needed. Be
sure to examine the fluid on the dipstick closely. If
there is any doubt about its condition, drain out a
sample for a double check. After the fluid has been checked, seat the dipstick
fully to seal out water and dirt.
SELECTION OF LUBRICANT
It is important that the proper lubricant be used in
these transmissions. MOPAR tATF PLUS (Automatic
Transmission Fluid-Type 7176) should be used to aid in
assuring optimum transmission performance. Fluids of
the type labeled DEXRON II Automatic Transmission
Fluid should be used only if the recommended fluid is
not available. It is important that the transmission
fluid be maintained at the prescribed level using the
recommended fluids.
SPECIAL ADDITIVES
Chrysler Corporation does not recommend the addi-
tion of any fluids to the transmission, other than the
automatic transmission fluid listed above. An ex- ception to this policy is the use of special dyes to aid in
detecting fluid leaks. The use of transmission sealers
should be avoided, since they may adversely affect
seals.
FLUID AND FILTER CHANGE
When the factory fill fluid is changed, only
fluids of the type labeled MOPAR tATF PLUS
(Automatic Transmission fluid) Type 7176 should
be used. A band adjustment and filter change
should be made at the time of the oil change. The
magnet (on the inside of the oil pan) should also
be cleaned with a clean, dry cloth. If the transaxle is disassembled for any reason,
the fluid and filter should be changed, and the
band(s) adjusted.
FLUID DRAIN AND REFILL
(1) Raise vehicle on a hoist (See Lubrication, Group
0). Place a drain container with a large opening, 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 gasket on bottom of the
valve body and tighten retaining screws to 5 N Im (40
in. lbs.). (4) Clean the oil pan and magnet. Reinstall pan
using new MOPAR tAdhesive sealant. Tighten oil pan
bolts to 19 N Im (165 in. lbs.).
(5) Pour four quarts of MOPAR tATF PLUS (Auto-
matic Transmission Fluid) Type 7176 through the
dipstick opening. (6) Start engine and allow to idle for at least one
minute. Then, with parking and service brakes ap-
plied, move selector lever momentarily to each posi-
tion, ending in the park or neutral position. (7) Add sufficient fluid to bring level to 1/8 inch
below the ADD mark. Recheck fluid level after transaxle is at normal
operating temperature. The level should be in the HOT
region (Fig. 1). To prevent dirt from entering transaxle, make cer-
tain that dipstick is full seated into the dipstick open-
ing.
TORQUE CONVERTER CLUTCH SOLENOID WIRING
CONNECTOR
If wiring connector is unplugged, the torque con-
verter clutch will not operate (Fig. 2).
ROAD TEST
Prior to performing a road test, be certain that the
fluid level and condition, and control cable adjustments
have been checked and approved. During the road test, the transaxle should be oper-
ated in each position to check for slipping and any
variation in shifting.
21 - 40 TRANSAXLE Ä

(3) Move selector lever on transaxle one detent
forward from full rearward position. This is selector
2 position.
(4) Read pressures on both gauges as throttle lever
on transaxle is moved from full clockwise position to
full counterclockwise position. (5) Line pressure should read 52 to 58 psi with
throttle lever clockwise and gradually increase, as le-
ver is moved counterclockwise, to 80 to 88 psi. (6) Lubrication pressure should be 10 to 25 psi
with lever clockwise and 10 to 35 psi with lever full
counterclockwise. (7) This tests pump output, pressure regulation,
and condition of rear clutch and lubrication hydrau-
lic circuits.
TEST THREE (SELECTOR IN D)
(1) Attach gauges to lineandkickdown release
ports (Fig. 3). (2) Operate engine at 1600 rpm for test.
(3) Move selector lever on transaxle two detents
forward from full rearward position. This is selector
D position.
(4) Read pressures on both gauges as throttle lever
on transaxle is moved from full clockwise position to
full counterclockwise position. (5) Line pressure should read 52 to 58 psi with
throttle lever clockwise and gradually increase, as le-
ver is moved counterclockwise to 80 to 88 psi. (6) Kickdown release is pressurized only in direct
drive and should be same as line pressure within 3
psi, up to kickdown point. (7) This tests pump output, pressure regulation,
and condition of rear clutch, front clutch, and hy-
draulic circuits.
TEST FOUR (SELECTOR IN REVERSE)
(1) Attach 300 psi gauge to low-reverseport (Fig.
3). (2) Operate engine at 1600 rpm for test.
(3) Move selector lever on transaxle four detents
forward from full rearward position. This is selector
R position.
(4) Low-reverse pressure should read 180 to 220
psi with throttle lever clockwise and gradually in-
crease, as lever is moved counterclockwise to 260 to
300 psi. (5) This tests pump output, pressure regulation,
and condition of front clutch and rear servo hydraulic
circuits. (6) Move selector lever on transaxle to Dposition
to check that low-reverse pressure drops to zero. (7) This tests for leakage into rear servo, due to
case porosity, which can cause reverse band burn
out.
TEST RESULT INDICATIONS
(1) If proper line pressure, minimum to maximum, is
found in any one test, the pump and pressure regulator
are working properly. (2) Low pressure in D, 1, and 2but correct pressure
in Rindicates rear clutch circuit leakage.
(3) Low pressure in D and Rbut correct pressure in
1 indicates front clutch circuit leakage.
(4) Low pressure in R and 1but correct pressure in
2 indicates rear servo circuit leakage.
(5) Low line pressure in all positions indicates a
defective pump, a clogged filter, or a stuck pressure
regulator valve.
GOVERNOR PRESSURE
Test only if transaxle shifts at wrong vehicle speeds
when throttle cable is correctly adjusted. (1) Connect a 0-150 psi pressure gauge to governor
pressure take-off point, located at lower right side of
case, below differential cover (Fig. 3). (2) Operate transaxle in third gear to read pres-
sures. The governor pressure should respond smoothly
to changes in mph and should return to 0 to 3 psi when vehicle is stopped. High pressure at
standstill (above 3 psi) will prevent the transaxle from
downshifting.
THROTTLE PRESSURE
No gauge port is provided for throttle pressure.
Incorrect throttle pressure should only be suspected if
part throttle upshift speeds are either delayed or occur
too early, with a correctly adjusted throttle cable.
Engine runaway on either upshifts or downshifts can
also be an indicator of incorrect (low) throttle pressure
setting, or misadjusted throttle cable. In no case should throttle pressure be adjusted until
the transaxle throttle cable adjustment has been veri-
fied to be correct.
CLUTCH AND SERVO AIR PRESSURE TESTS
A no drive condition might exist even with correct
fluid pressure, because of inoperative clutches or
bands. The inoperative units, clutches, bands, and
servos can be located through a series of tests by
substituting air pressure for fluid pressure (Fig. 4). The front and rear clutches, kickdown servo, and
low-reverse servo may be tested by applying air pres-
sure to their respective passages after the valve body assembly has been removed. To make
air pressure tests, proceed as follows: Compressed air supply must be free of all dirt
or moisture. Use a pressure of 30 psi. Remove oil pan and valve body See Disassembly-
Subassembly Removal .
FRONT CLUTCH
Apply air pressure to front clutch applypassage and
listen for a dull thudwhich indicates that front
Ä TRANSAXLE 21 - 43

clutch is operating. Hold air pressure on for a few
seconds and inspect system for excessive oil leaks.
REAR CLUTCH
Apply air pressure to rear clutch applypassage
and listen for a dull thudwhich indicates that rear
clutch is operating. Also inspect for excessive oil
leaks. If a dull thudcannot be heard in the clutches,
place finger tips on clutch housing and again apply
air pressure. Movement of piston can be felt as the
clutch is applied.
KICKDOWN SERVO (FRONT)
Direct air pressure into kickdown servo ONpas-
sage. Operation of servo is indicated by a tightening
of front band. Spring tension on servo piston should
release the band.
LOW AND REVERSE SERVO (REAR)
Direct air pressure into LOW-REVERSE SERVO
APPLY passage. Operation of servo is indicated by a
tightening of rear band. Spring tension on servo pis-
ton should release the band. If clutches and servos operate properly, no upshift
or erratic shift conditions indicate that malfunctions
exist in the valve body.
FLUID LEAKAGE-TRANSAXLE TORQUE
CONVERTER HOUSING AREA
(1) Check for Source of Leakage.
Since fluid leakage at or around the torque con-
verter area may originate from an engine oil leak,
the area should be examined closely. Factory fill
fluid is dyed red and, therefore, can be distinguished
from engine oil. (2) Prior to removing the transaxle, perform the
following checks:
² When leakage is determined to originate from the
transaxle, check fluid level prior to removal of the
transaxle and torque converter.
² High oil level can result in oil leakage out the
vent in the dipstick. If the fluid level is high, adjust
to proper level. After performing this operation, inspect for leak-
age. If a leak persists, perform the following opera-
tion on the vehicle to determine if it is the torque
converter or transaxle that is leaking.
LEAKAGE TEST PROBE
(1) Remove torque converter housing dust shield.
(2) Clean the inside of torque converter housing
(lower area) as dry as possible. A solvent spray fol-
lowed by compressed air drying is preferable.
Fig. 4 Air Pressure Tests
21 - 44 TRANSAXLE Ä

(3) Fabricate and fasten test probe (Fig. 5) securely
to convenient dust shield bolt hole. Make certain
torque converter is cleared by test probe. Tool must
be clean and dry.
(4) Run engine at approximately 2,500 rpm with
transaxle in neutral, for about 2 minutes. Transaxle
must be at operating temperature. (5) Stop engine and carefully remove tool.
(6) If upper surface of test probe is dry, there is no
torque converter leak. A path of fluid across probe
indicates a torque converter leak. Oil leaking under
the probe is coming from the transaxle pump area. (7) Remove transaxle and torque converter assem-
bly from vehicle for further investigation.The fluid
should be drained from the transaxle. Reinstall oil
pan (with MOPAR tAdhesive Sealant) at specified
torque. Possible sources of transaxle torque converter area
fluid leakage are: (1) Torque converter hub seal.(a) Seal lip cut, check torque converter hub fin-
ish. (b) Bushing moved and/or worn.
(c) Oil return hole in pump housing plugged or
omitted. (d) Seal worn out (high-mileage vehicles).
(2) Fluid leakage at the outside diameter from
pump housing O-ring. (3) Fluid leakage at the pump to case bolts. Check
condition of washers on bolts and use new bolts if
necessary. (4) Fluid leakage due to case or pump housing po-
rosity.
TORQUE CONVERTER LEAKAGE
Possible sources of torque converter leakage are:
² Torque converter weld leaks at the outside diame-
ter (peripheral) weld.
² Torque converter hub weld.
² Torque converter impeller shell cracked adjacent
to hub.
² At drive lug welds. Hub weld is inside and not visible. Do not
attempt to repair. Replace torque converter.
AIR PRESSURE TEST OF TRANSAXLE
Fabricate equipment needed for test as shown in
figures 6 and 7.
The transaxle should be prepared for pressure test as
follows after removal of the torque converter: (1) Install a dipstick bore plug and plug oil cooler
line fitting (lower fitting). (2) With rotary motion, install converter hub seal
cup over input shaft. It must go through the converter
hub seal until the cup bottoms against the pump gear
lugs. Before use, inspect hub seal cup (Fig. 6) for nicks
or burrs that could damage seal. Secure with cup
retainer strap (Fig. 7) 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, pressur-
ize a transaxle to more than 10 psi. (4) Pressurize the transaxle using Tool C-4080 until
the pressure gauge reads 8 psi. Position transaxle
Fig. 5 Leak Locating Test Probe Tool
Fig. 6 Torque Converter Hub Seal Cup
Fig. 7 Hub Seal Cup Retaining Strap
Ä TRANSAXLE 21 - 45

All subassemblies should be inspected and/or recon-
ditioned when transaxle recondition is performed. Re-
fer to appropriate subassembly in this section for
recondition procedure.
ASSEMBLY SUBASSEMBLY INSTALLATION
When rebuilding, reverse the above procedure.
VALVE BODY-RECONDITION
Tighten all valve body screws to 5 Newton-
meters (40 in.lbs.) Do not clamp any portion of valve body or transfer
plate in a vise. Any slight distortion of the aluminum
body or transfer plate will result in sticking valves,
excessive leakage or both. When removing or in-
stalling valves or plugs, slide them in or out
carefully. Do not use force. TAG ALL SPRINGS AS THEY ARE REMOVED
FOR REASSEMBLY IDENTIFICATION.
CLEANING AND INSPECTION
Allow all parts to soak a few minutes in a suitable
clean solvent. Wash thoroughly and blow dry with
compressed air. Make sure all passages are clean and
free from obstructions. Inspect manual and throttle valve operating levers
and shafts for being bent, worn or loose. If a lever is
loose on its shaft, it should be replaced. Do not attempt
to straighten bent levers. Inspect all mating surfaces for burrs, nicks and
scratches. Minor blemishes may be removed with cro-
cus cloth, using only a very light pressure. Using a
straightedge, inspect all mating surfaces for warpage
or distortion. Slight distortion may be corrected, using
a surface plate. Make sure all metering holes in steel
plate are open. Using a pen light, inspect bores in valve
body for scores, scratches, pits and irregularities. Inspect all valve springs for distortion and col-
lapsed coils. Inspect all valves and plugs for burrs,
nicks, and scores. Small nicks and scores may be re-
moved with crocus cloth, providing extreme care is
taken not to round off sharp edges. The sharpness of
these edges is important. They prevent foreign mat-
ter from lodging between valve and valve body, thus
reducing possibility of sticking. Inspect all valves
and plugs for freedom of operation in valve body
bores. When bores, valves, and plugs are clean and dry,
the valves and plugs should fall freely in the bores.
The valve body bores do not change dimensions with
use. Therefore, a valve body that was functioning
properly when vehicle was new, will operate cor-
rectly if it is properly and thoroughly cleaned. There
is no need to replace valve body unless it is damaged
in handling.
Fig. 1 Detent Spring Attaching Screw and Spring
Fig. 2 Remove Valve Body Screws
Fig. 33 Install Overrunning Clutch Rollers and Springs
Ä TRANSAXLE 21 - 57