1995 JEEP YJ engine oil

MULTI-PORT FUEL INJECTION (MFI)ÐCOMPONENT REMOVAL/INSTALLATION
INDEX
page page
Accelerator Pedal and Throttle Cable........... 58
Air Cleaner Element....................... 59
Air Cleaner Housing....................... 58
Air Conditioning (A/C) Clutch Relay............ 58
Automatic Shutdown (ASD) Relay............. 59
Brake Switch............................ 59
Camshaft Position Sensor................... 60
Crankshaft Position Sensor.................. 60
Engine Coolant Temperature Sensor........... 60
Fuel Filter............................... 60
Fuel Injector............................. 60
Fuel Pressure Regulator.................... 61
Fuel Pump Module........................ 61
Fuel Pump Relay......................... 61
Fuel Rail Assembly........................ 62
Fuel System Pressure Release Procedure....... 62
Fuel Tank Pressure Relief/Rollover Valve........ 62Fuel Tanks.............................. 62
Fuel Tubes/Lines/Hoses and Clamps........... 62
Idle Air Control (IAC) Motor.................. 62
Ignition Coil............................. 62
Intake Manifold........................... 63
Intake Manifold Air Temperature Sensor......... 60
Manifold Absolute Pressure (Map) Sensor....... 63
Oxygen (O2S) Sensor...................... 63
Park Neutral Switch....................... 63
Power Steering Pressure SwitchÐ2.5L
Engine Only............................ 63
Powertrain Control Module (PCM)............. 64
Quick-Connect Fittings..................... 64
Throttle Body............................ 64
Throttle Position Sensor (TPS)............... 65
Torque Converter Clutch Relay............... 65
Vehicle Speed Sensor...................... 66
ACCELERATOR PEDAL AND THROTTLE CABLE
Refer to the Accelerator Pedal and Throttle Cable
section of this group for removal/installation proce-
dures.
AIR CONDITIONING (A/C) CLUTCH RELAY
The A/C clutch relay is located in the power distri-
bution center (PDC) (Figs. 1 or 2). For location of this
relay within the PDC, refer to label on PDC cover.
AIR CLEANER HOUSING
REMOVAL
(1) Unlock clean air hose clamp (Figs. 3 or 4) at air
cleaner cover. To unlock the clamp, attach adjustablepliers to clamp and rotate pliers as shown in figure
5. Remove clean air hose at cover.
(2) Disconnect vacuum lines at air cleaner housing.
(3) YJ Models: Release the three over-center type
clamps securing the housing to the housing bracket.
XJ Models: Remove the housing cover and remove air
cleaner element. Remove two bolts and one nut.
(4) Release the air cleaner housing from the ambi-
ent air inlet and remove housing from vehicle.
INSTALLATION
(1) Position air cleaner housing to body and ambi-
ent air inlet.
(2) YJ Models: Lock the three over-center type
clamps securing the housing to the housing bracket.
XJ Models: Install two bolts and one nut to housing.
Install air cleaner element and cover.
(3) Install vacuum lines to housing.
Fig. 1 PDCÐYJ Models
Fig. 2 PDCÐXJ Models
14 - 58 FUEL SYSTEM COMPONENT REMOVAL/INSTALLATIONJ

FUEL RAIL ASSEMBLY
REMOVAL
WARNING: THE FUEL SYSTEM IS UNDER CON-
STANT FUEL PRESSURE (EVEN WITH THE ENGINE
OFF) OF APPROXIMATELY 131-269 KPA (19-39 PSI).
THIS PRESSURE MUST BE RELEASED BEFORE
SERVICING THE FUEL RAIL.
(1) Remove fuel tank filler tube cap.
(2) Disconnect the negative battery cable from bat-
tery.
(3) Perform the Fuel System Pressure Release Pro-
cedure as described in the Fuel Delivery System sec-
tion of this Group.
(4) Remove and numerically attach a tag (if fuel
injector is not already tagged), the injector harness
connectors. Do this at each injector (Fig. 12).
(5) Disconnect vacuum line from fuel pressure reg-
ulator (Fig. 12).
(6) Disconnect fuel supply line from fuel rail and
the fuel return line from fuel pressure regulator (Fig.
12). Refer to Fuel Tubes/Lines/Hoses and Clamps, or
Quick-Connect Fittings. These can both be found in
the Fuel Delivery section of this group.
(7) Remove fuel rail mounting bolts.
On models with automatic transmissions, it may be
necessary to remove automatic transmission throttle
line pressure cable and bracket. This will aid in fuel
rail assembly removal.
(8) Remove fuel rail by gently rocking until all the
fuel injectors are out of the intake manifold.
INSTALLATION
(1) Position tips of all fuel injectors into the corre-
sponding injector bore in the intake manifold. Seat
injectors into manifold.
(2) Tighten fuel rail mounting bolts to 27 Nzm (20
ft. lbs.) torque.
(3) Connect injector harness connectors to appro-
priate (tagged) injector.
(4) Connect both fuel lines to fuel rail. Refer to the
Fuel Delivery section of this group for procedures.
(5) Connect vacuum supply line to fuel pressure
regulator.
(6) Install protective cap to pressure test port fit-
ting.
(7) Install fuel tank cap.
(8) Connect negative battery cable to battery.
(9) Start engine and check for fuel leaks.
FUEL SYSTEM PRESSURE RELEASE PROCEDURE
WARNING: THE FUEL SYSTEM IS UNDER A CON-
STANT PRESSURE (EVEN WITH THE ENGINE OFF)
OF APPROXIMATELY 100 KPA (14.5 PSI). BEFORE
SERVICING THE FUEL PUMP, FUEL RAIL, FUELLINES, FUEL FILTER OR FUEL INJECTOR, THE
FUEL SYSTEM PRESSURE MUST BE RELEASED.
Refer to the Fuel Delivery System section of this
group. See Fuel Pressure Release procedure.
FUEL TANKS
Refer to the Fuel Tank section of this group for re-
moval/installation procedures.
FUEL TANK PRESSURE RELIEF/ROLLOVER VALVE
Refer to the Fuel Tank section of this group for re-
moval/installation procedures.
FUEL TUBES/LINES/HOSES AND CLAMPS
Refer to the Fuel Delivery System section of this
group for removal/installation procedures. Also refer
to Quick-Connect Fittings in the Fuel Delivery sec-
tion of this group.
IDLE AIR CONTROL (IAC) MOTOR
The IAC motor is mounted to the throttle body ad-
jacent to the throttle position sensor (Fig. 14).
REMOVAL
(1) Disconnect the electrical connector from the
IAC motor.
(2) Remove IAC motor torx head mounting bolts.
(3) Remove IAC motor.
INSTALLATION
(1) Install IAC motor into throttle body and
tighten retaining bolts.
(2) Connect electrical connector to IAC motor.
IGNITION COIL
Refer to Group 8D, Ignition Systems for removal/
installation procedures.
Fig. 14 Idle Air Control MotorÐRemoval/
InstallationÐTypical
14 - 62 FUEL SYSTEM COMPONENT REMOVAL/INSTALLATIONJ

STEERING
CONTENTS
page page
GENERAL INFORMATION.................. 1
GENERAL INFORMATION................. 48
MANUAL STEERING GEAR................ 37
POWER STEERING PUMP................. 11
POWER STEERING SYSTEM DIAGNOSIS...... 3
RECIRCULATING BALL POWER STEERING
GEAR............................... 21STEERING COLUMN GENERAL SERVICEÐXJ . 47
STEERING COLUMNÐYJ................. 58
STEERING LINKAGEÐXJ................. 16
STEERING LINKAGEÐYJ................. 19
STEERING RHD......................... 74
TORQUE SPECIFICATIONS................ 78
GENERAL INFORMATION
STEERING SYSTEM COMPONENTS
Jeep vehicles can have either a manual or power
steering system (Fig. 1). A recirculating-ball type
steering gear is used for both systems.
Power steering systems use;
²Steering gear
²Pressure and return fluid hoses and fittings
²Belt driven steering pump
²Integral or remote body mounted pump reservoir
POWER STEERING GEAR
The steering gear is mounted on the left frame rail.
The gear is joined to the intermediate shaft by a uni-
versal joint coupling. The coupling helps isolate noise
and road shock from the interior.
The major internal components of the gear are the:
²Rotary valve assembly
²Steering worm shaft
²Rack piston assembly
²Pitman shaftThe movement of these parts, while turning or
parking, is aided by hydraulic pressure and flow sup-
plied by the pump. Manual steering is always avail-
able at times when the engine is not running or in
the event of pump or belt failure. Steering effort is
higher under such conditions.
The steering stub shaft, rotary valve, worm shaft,
and rack piston assembly are all in line. The oil pas-
sages are internal within the gear housing except for
pressure and return hoses between the gear and
pump.
The power steering gear has a recirculating ball
system. This acts as a rolling thread between the
worm shaft and rack piston. The worm shaft is sup-
ported by a thrust bearing at the lower end and a
bearing assembly at the upper end. When the worm
shaft is turned right, the rack piston moves up in
gear. Turning the worm shaft left moves the rack pis-
ton down in gear. The rack piston teeth mesh with
the sector, which is part of the pitman shaft. Turning
the worm shaft turns the pitman shaft, which turns
the wheels through the steering linkage.
The control valve in the steering gear directs the
power steering fluid to either side of the rack piston.
The rack piston is assisted by hydraulic pressure. If
the steering system loses hydraulic pressure, the ve-
hicle can be controlled manually, but with higher
steering effort.
An identification code located on the side cover des-
ignates the gear ratio (Fig. 2).
²Code BH designates 14:1 ratio used in XJ vehicles
²Code BF designates 13-16:1 ratio used in YJ vehi-
cles
A recirculating-ball steering gear is used with the
power (assisted) steering system (Fig. 1). The power
steering gear can be adjusted and internally serviced.
Fig. 1 Steering Gears
JSTEERING 19 - 1

happens when the container delivery mechanism is im-
properly calibrated. Always check the lubricant level af-
ter filling to avoid an under fill condition.
A correct lubricant level check can only be made
when the vehicle is level; use a drive-on hoist to en-
sure this. Also allow the lubricant to settle for a
minute or so before checking. These recommenda-
tions will ensure an accurate check and avoid an un-
der-or-overfill condition.
HARD SHIFTING
Hard shifting is usually caused by a low lubricant
level, improper or contaminated lubricants, compo-
nent damage, incorrect clutch adjustment, or by a
damaged clutch pressure plate or disc.
Substantial lubricant leaks can result in gear, shift
rail, synchro and bearing damage. If a leak goes un-
detected for an extended period, the first indications
of a problem are usually hard shifting and noise.
Incorrect or contaminated lubricants can also con-
tribute to hard shifting. The consequence of using
non-recommended lubricants is noise, excessive wear,
internal bind and hard shifting.
Improper clutch release is a frequent cause of hard
shifting. Incorrect adjustment or a worn, damaged
pressure plate or disc can cause incorrect release. If
the clutch problem is advanced, gear clash during
shifts can result.
Worn or damaged synchro rings can cause gear clash
when shifting into any forward gear. In some new or re-
built transmissions, new synchro rings may tend to
stick slightly causing hard or noisy shifts. In most
cases, this condition will decline as the rings wear-in.
TRANSMISSION NOISE
Most manual transmissions make some noise dur-
ing normal operation. Rotating gears generate a mild
whine that is audible but only at extreme speeds.
Severe, highly audible transmission noise is gener-
ally the result of a lubricant problem. Insufficient,
improper, or contaminated lubricant will promote
rapid wear of gears, synchros, shift rails, forks and
bearings. The overheating caused by a lubricant
problem, can also lead to gear breakage.
TRANSMISSION REMOVAL
(1) Shift transmission into first or third gear. Then
raise vehicle on hoist.
(2) Support engine with adjustable jack stand. Po-
sition wood block between jack and oil pan to avoid
damaging pan.
(3) Disconnect necessary exhaust system components.
(4) Remove skid plate.
(5) Disconnect rear cushion and bracket from
transmission (Fig. 5).
(6) Remove rear crossmember.
Fig. 5 Rear Mount Components (YJ Shown)
JAX 4/5 MANUAL TRANSMISSION 21 - 3

(6) On XJ, remove rear crossmember. On YJ, re-
move skid plate (Fig. 1).
(7) Disconnect transmission shift linkage, speed-
ometer cable, transfer case vacuum lines and clutch
hydraulic lines.
(8) Lower transmission-transfer case assembly no
more than 7.6 cm (3 in.) for access to shift lever.
(9) Reach up and around transmission case and
unseat shift lever dust boot from transmission shift
tower (Fig. 2). Move boot upward on shift lever for
access to lever retainer.
(10) Disengage shift lever as follows:
(a) Reach up and around transmission case and
press shift lever retainer downward with your fin-
gers.
(b) Turn retainer counterclockwise to release it.
(c) Lift lever and retainer out of shift tower (Fig.
2).It is not necessary to remove shift lever
from floorpan boot. Simply leave lever in
place for later installation.(11) Mark front and rear propeller shafts for in-
stallation alignment (Fig. 2). Then remove both
shafts.
(12) Remove crankshaft position sensor (Fig. 4).
(13) Disconnect transmission and transfer case
vent hoses.
(14) Remove slave cylinder from clutch housing.
(15) Remove wire harnesses from clips/tie straps
on transmission and transfer case.
(16) Support transmission-transfer case assembly
with transmission jack. Secure assembly to jack with
safety chains.
(17) Reposition adjustable jack stand under engine.
Be sure to place wood block between jack and oil
pan.
(18) Remove clutch housing brace rod.
(19) Remove clutch housing-to-engine bolts and re-
move transmission-transfer case assembly.
(20) Remove bolts attaching transmission to trans-
fer case and separate components.
(21) Remove release bearing, fork and retainer
clip.
(22) Remove clutch housing from transmission.
TRANSMISSION INSTALLATION
(1) Install clutch housing on transmission. Tighten
housing bolts to 37 Nzm (27 ft-lbs) torque.
(2) Lubricate contact surfaces of release fork, lever
and pivot ball stud. Then install bearing, fork and
clip in clutch housing.
(3) Mount transmission on transmission jack. Se-
cure transmission with safety chains.
(4) Lightly lubricate pilot bearing and transmis-
sion input shaft splines with Mopar high tempera-
ture grease.
(5) Align transmission input shaft and clutch disc
splines and install transmission.
Fig. 2 Removing/Installing Shift Lever
Fig. 3 Marking Propeller Shaft And Axle Yoke
Fig. 4 Crankshaft Position Sensor Location
21 - 36 AX 15 MANUAL TRANSMISSIONJ

30RH/32RH AUTOMATIC TRANSMISSION
GENERAL INFORMATION
INDEX
page page
Recommended Fluid....................... 67
Torque Converter......................... 67
Transmission Application.................... 67
Transmission Changes and Parts Interchangeability.. 67
Transmission Controls and Components........ 67
Transmission Identification.................. 67
TRANSMISSION APPLICATION
Chrysler 30RH and 32RH automatic transmissions
are used in XJ/YJ models. Both are 3-speed auto-
matic transmissions with a gear-type oil pump, two
clutches and bands and a planetary gear system (Fig.
1).
The 30RH is used in XJ/YJ models with a 2.5L en-
gine. The 32RH is used in YJ models with a 4.0L en-
gine.
TORQUE CONVERTER
A three element, torque converter is used for all
applications. The converter consists of an impeller,
stator, and turbine.
The converter used with 30RH/32RH transmissions
has a converter clutch. The clutch is engaged by an
electrical solenoid and mechanical module on the
valve body. The solenoid is operated by the power-
train control module.
The torque converter is a welded assembly and is
not a repairable component. The converter is serviced
as an assembly.
RECOMMENDED FLUID
The recommended and preferred fluid for 30RH/
32RH transmissions is Mopar ATF Plus, Type 7176.
Dexron II is not really recommended and should
only be used when ATF Plus is not available.
TRANSMISSION IDENTIFICATION
The transmission identification numbers are
stamped on the left side of the case just above the oil
pan gasket surface (Fig. 2). The first set of numbers
is the transmission part number. The next set of code
numbers set is the date of build. The final set of code
numbers represents the transmission serial number.
TRANSMISSION CHANGES AND PARTS
INTERCHANGEABILITY
1995 transmissions are similar to previous models
but only in appearance. Current transmissions are
dimensionally different. Do not interchange new/oldparts. Different dimensions, fluid passages, input/
output shafts, cases, bands, valve bodies and gover-
nor assemblies are just a few of the changed items.
CAUTION: Special bolts are used to attach the
driveplate to the crankshaft on models with a 2.5L
engine and 30RH transmission,. These bolts have a
smaller hex head for torque converter clearance.
DO NOT interchange these bolts with similar size
bolts for any reason.
Different governor weight assemblies are used in
30RH/32RH transmissions. The 30RH weight assem-
bly is much the same as in previous years. However,
the 32RH has a three stage governor weight assem-
bly consisting of the outer weight, a smaller weight
spring, and a new intermediate weight. Refer to the
overhaul and in-vehicle service sections for more de-
tailed information.
Plastic check balls are now used in many 30RH/
32RH valve bodies. The new check balls entered pro-
duction as a running change. Plastic and steel check
balls are not interchangeable.
A converter drainback check valve has been added
to the fluid cooler system. The one-way valve is lo-
cated in the transmission outlet (pressure) line. The
valve prevents fluid drainback when the vehicle is
parked for lengthy periods.
TRANSMISSION CONTROLS AND COMPONENTS
The transmission hydraulic control system per-
forms five basic functions, which are:
²pressure supply
²pressure regulation
²flow control
²clutch/band apply and release
²lubrication
Pressure Supply And Regulation
The oil pump generates the fluid working pressure
needed for operation and lubrication. The pump is
J30RH/32RH AUTOMATIC TRANSMISSION 21 - 67

30RH/32RH TRANSMISSION DIAGNOSIS
INDEX
page page
Air Pressure Test......................... 74
Analyzing the Road Test.................... 71
Converter Housing Leak Diagnosis............ 75
Converter Stall Test........................ 74
Diagnosis Guides and Charts................ 77
Effects of Incorrect Fluid Level............... 71
Fluid Level Check......................... 70Gearshift Cable/Linkage Adjustment........... 71
General Information....................... 70
Hydraulic Pressure Test.................... 72
Preliminary Diagnosis...................... 70
Road Test............................... 71
Transmission Throttle Valve Cable Adjustment.... 71
GENERAL INFORMATION
Automatic transmission problems are generally a
result of:
²poor engine performance
²incorrect fluid level
²incorrect throttle valve cable adjustment
²incorrect band adjustment
²incorrect hydraulic control pressure adjustments
²hydraulic component malfunctions
²mechanical component malfunctions.
Begin diagnosis by checking the easily accessible
items such as fluid level, fluid condition and control
linkage adjustment. A road test will determine if fur-
ther diagnosis is necessary.
Procedures outlined in this section should be per-
formed in the following sequence to realize the most
accurate results:
²Preliminary diagnosis
²Check fluid level and condition
²Check control linkage Adjustment
²Road test
²Stall test
²Hydraulic pressure test
²Air pressure tests
²Leak test
²Analyze test results and consult diagnosis charts
PRELIMINARY DIAGNOSIS
Two basic procedures are required. One procedure
for vehicles that are driveable and an alternate pro-
cedure for disabled vehicles (will not back up or move
forward).
Vehicle Is Driveable
(1) Check fluid level and condition.
(2) Adjust throttle cable and gearshift linkage if
complaint was based on delayed, erratic, or harsh
shifts.
(3) Road test vehicle and note transmission operat-
ing characteristics.(4) Perform stall test if complaint is based on slug-
gish, low speed acceleration or abnormal throttle
opening needed to maintain normal speeds with
properly tuned engine.
(5) Perform hydraulic pressure tests.
(6) Perform air pressure test to check clutch-band
operation.
Vehicle Is Disabled
(1) Check fluid level and condition.
(2) Check for broken, disconnected throttle linkage.
(3) Check for cracked, leaking cooler lines, or loose,
missing pressure port plugs.
(4) Raise vehicle, start engine, shift transmission
into gear and note following:
(a) If propeller shafts turn but wheels do not,
problem is with differential or axle shafts.
(b) If propeller shafts do not turn and transmis-
sion is noisy, stop engine. Remove oil pan, and
check for debris. If pan is clear, remove transmis-
sion and check for damaged drive plate, converter,
oil pump or input shaft.
(c) If propeller shafts do not turn and transmis-
sion is not noisy, perform hydraulic pressure test to
determine if problem is a hydraulic or mechanical.
FLUID LEVEL CHECK
Transmission fluid level should be checked monthly
under normal operation. If the vehicle is used for
trailer towing or similar heavy load hauling, check
fluid level and condition weekly.
Fluid level is checked with the engine running at
curb idle speed, the transmission in Neutral and the
transmission fluid at normal operating temperature.
FLUID LEVEL CHECK PROCEDURE
(1) Transmission fluid must be at normal operating
temperature for accurate fluid level check. Drive ve-
hicle if necessary to bring fluid temperature up to
normal hot operating temperature of 82ÉC (180ÉF).
(2) Position vehicle on level surface. This is ex-
tremely important for accurate fluid level check.
(3) Start and run engine at curb idle speed.
21 - 70 30RH/32RH TRANSMISSION DIAGNOSISJ

CONVERTER STALL TEST
Stall testing involves determining maximum engine
rpm obtainable at full throttle with the rear wheels
locked and the transmission in D range. This test
checks the holding ability of the converter overrun-
ning clutch and both of the transmission clutches.
When stall testing is completed, refer to the Stall
Speed Specifications chart and Stall Speed Diagnosis
guides.
WARNING: NEVER ALLOW ANYONE TO STAND IN
FRONT OF THE VEHICLE DURING A STALL TEST.
ALWAYS BLOCK THE FRONT WHEELS AND APPLY
THE SERVICE AND PARKING BRAKES DURING
THE TEST.
STALL TEST PROCEDURE
(1) Connect tachometer to engine.
(2) Check and adjust transmission fluid level.
(3) Start and run engine until transmission fluid
reaches normal operating temperature.
(4) Block front wheels.
(5) Fully apply service and parking brakes.
(6) Open throttle completely and record maximum
engine rpm registered on tachometer. It will take
from 3 to 10 seconds to reach maximum rpm. How-
ever, once maximum rpm has been achieved,do not
hold wide open throttle for more than 5 sec-
onds.
CAUTION: Stalling the converter causes a rapid in-
crease in fluid temperature. To avoid fluid overheat-
ing, hold wide open throttle for no more than 5
seconds after reaching peak rpm. In addition, if
more than one stall test is required, run the engine
at 1000 rpm with the transmission in Neutral for at
least 20 seconds to cool the fluid.
(7) Stall speeds should be in 1700-2150 rpm range.
CAUTION: If engine exceeds 2150 rpm, release ac-
celerator pedal immediately as transmission clutch
slippage is occurring.
(8) Shift transmission into Neutral. Run engine for
20-30 seconds at 1000 rpm to cool fluid. Then stop
engine, shift transmission into Park and release
brakes.
(9) Refer to Stall Test Diagnosis.
STALL TEST DIAGNOSIS
Stall Speed Too Low
Low stall speeds with a properly tuned engine in-
dicate a torque converter overrunning clutch prob-
lem. The condition should be confirmed by road
testing prior to converter replacement.The converter overrunning clutch is slipping when
stall speeds are 250 to 350 rpm below specified min-
imum.
A converter overrunning clutch failure will result
in sluggish acceleration in all speed ranges. It will
also require greater than normal throttle opening to
maintain cruising speeds.
Stall Speed Too High
If stall speed exceeds 2150 rpm, transmission
clutch slippage is occurring.
Stall Speed Normal But Acceleration Is Sluggish
If stall speeds are within specified range but abnor-
mal throttle opening is required for acceleration, or
to maintain cruise speeds, the converter overrunning
clutch is seized. The torque converter will have to be
replaced.
Converter Noise During Test
A whining noise caused by fluid flow is normal dur-
ing a stall test. However, loud metallic noises indi-
cate a damaged converter. To confirm that noise is
originating from the converter, operate the vehicle at
light throttle in Drive and Neutral on a hoist and lis-
ten for noise from the converter housing.
AIR PRESSURE TEST
Air pressure testing can be used to check clutch
and band operation with the transmission either in
the vehicle, or on the work bench as a final check af-
ter overhaul.
Air pressure testing requires that the oil pan and
valve body be removed from the transmission.
The servo and clutch apply passages are shown in
Figure 8.
Air Test Procedure
(1) Place one or two fingers on the clutch housing
and apply air pressure through front clutch apply
passage (Fig. 8). Piston movement can be felt and a
soft thud heard as the clutch applies.
(2) Place one or two fingers on the clutch housing
and apply air pressure through rear clutch apply
passage (Fig. 8). Piston movement can be felt and a
soft thud heard as the clutch applies.
(3) Apply air pressure to the front servo apply pas-
sage. The servo rod should extend and cause the
band to tighten around the drum. Spring tension
should release the servo when air pressure is re-
moved.
(4) Apply air pressure to the rear servo apply pas-
sage. The servo rod should extend and cause the
band to tighten around the drum. Spring tension
should release the servo when air pressure is re-
moved.
21 - 74 30RH/32RH TRANSMISSION DIAGNOSISJ