1996 CHRYSLER VOYAGER engine oil

(6) Install the power steering fluid return hose on
the steel tube at the front suspension cradle (Fig.
26).
(7) Install a screw type hose clamp on the power
steering hose to steel tube connection. Tighten the
screw clamp to a torque of 2 N´m (18 in. lbs.).
CAUTION: The protective heat sleeves must cover
the entire rubber hose and hose to tube connection
portion of both the power steering fluid pressure
and return hoses (Fig. 26).
(8) When used, properly position the protective
heat sleeves on the power steering hoses. Then, tie
strap the heat sleeves to the power steering hoses to
keep them in their proper position.
(9) After hoses are installed and power steering
system is filled with fluid and cap is installed on res-
ervoir. Start the engine and check for leaks. (See
Pump Installation).
POWER STEERING FLUID RETURN HOSE
Service all power steering hoses with vehicle raised
on hoist. Cap all open ends of hoses, power steering
pump fittings and steering gear ports to prevent
entry of foreign material into the components.
WARNING: POWER STEERING OIL, ENGINE
PARTS AND THE EXHAUST SYSTEM MAY BE
EXTREMELY HOT IF ENGINE HAS BEEN RUNNING.
DO NOT START ENGINE WITH ANY LOOSE OR DIS-
CONNECTED HOSES. DO NOT ALLOW HOSES TO
TOUCH HOT EXHAUST MANIFOLD OR CATALYST.
For part reference and part location for the vehicle
that is being serviced, refer to the following figure
numbers. These show the hose bracket locations,
hose routings and fitting locations by the engine
application of the vehicle. Use these figure numbers
when referring to the removal or installation proce-
dures for the power steering hoses listed below.
REMOVE
(1) Remove cap from power steering fluid reser-
voir.
(2) Using a siphon pump, remove as much power
steering fluid as possible from the power steering
fluid reservoir.
(3) Raise vehicle See Hoisting, Group 0. Put oil
drain pan under vehicle to catch power steering fluid.
(4) Raise the insulating heat sleeve on the power
steering hoses to expose the hose to steel tube con-
nection. Remove hose clamp where rubber portion of
power steering fluid return hose attaches to steel
tube on suspension cradle (Fig. 30). Remove rubber
hose from steel tube and allow power steering fluid
to drain from pump.(5) Remove the power steering fluid return hose
from the power steering pump return hose fitting.
INSTALL
(1) Using a lint free towel, wipe clean the open
power steering hose ends and power steering pump
fitting.
(2) Attach the power steering return hose to the
fitting on the power steering pump. Route hose
smoothly avoiding tight bends or kinking. Hose must
remain away from the exhaust system and not come
in contact with any unfriendly surfaces of the vehi-
cle.
(3) Install the power steering fluid return hose on
the steel tube at the front suspension cradle (Fig.
30).
(4) Install a screw type hose clamp on the power
steering hose to steel tube connection. Tighten the
screw clamp to a torque of 2 N´m (18 in. lbs.).
CAUTION: The protective heat shield sleeves must
cover the entire rubber hose and hose to tube con-
nection portion of both the power steering fluid
pressure and return hoses (Fig. 30). This is to pre-
vent overheating of the power steering fluid hoses.
(5) When used, position the protective heat sleeves
on the power steering hoses so they cover the connec-
tion to the power steering pump. Then, tie strap the
heat sleeves to the power steering hoses to keep
them in their proper position.
(6) After hoses are installed and power steering
system is filled with fluid and cap is installed on res-
ervoir. Start the engine and check for leaks. (See
Pump Installation).
Fig. 30 Power Steering Return Hose At Steel Tube
NSSTEERING 19 - 21
REMOVAL AND INSTALLATION (Continued)

DISASSEMBLY AND ASSEMBLY
POWER STEERING PUMP PULLEY
DISASSEMBLY
(1) Remove the pulley from the shaft of the power
steering pump using Puller C-4333 or C-4068 (Fig.
33).
CAUTION: Do not hammer on power steering
pump pulley. This will damage the pulley and the
power steering pump.
(2) Replace pulley if it is found to be bent, cracked,
or loose.
ASSEMBLY
(1) Install the pulley with Installer C-4063 (Fig.
34). Do not use the tool adapters.
(2) Ensure that the tool and the pulley remain
aligned with the pump shaft. Prevent the pulley from
being cocked on the shaft.(3) Force pulley flush with the end of the power
steering pump shaft (Fig. 35).
(4) With serpentine belts, run engine until warm
(5 min.) and note any belt chirp. If chirp exists, move
pulley outward approximately 0.5 mm (0.020 in.). If
noise increases, press on 1.0 mm (0.040 in.).Be
careful that pulley does not contact mounting
bolts.
POWER STEERING PUMP FLOW CONTROL VALVE
SEAL
DISASSEMBLE
WARNING: POWER STEERING OIL, ENGINE
PARTS AND THE EXHAUST SYSTEM MAY BE
EXTREMELY HOT IF ENGINE HAS BEEN RUNNING.
DO NOT START ENGINE WITH ANY LOOSE OR DIS-
CONNECTED HOSES. DO NOT ALLOW HOSES TO
TOUCH HOT EXHAUST MANIFOLD OR CATALYST.
(1) Remove cap from power steering fluid reser-
voir.
(2) Using a siphon pump, remove as much power
steering fluid as possible from the power steering
fluid reservoir.
(3) Raise vehicle See Hoisting, Group 0. Put oil
drain pan under vehicle to catch power steering fluid.
(4) Raise the heat sleeve (Fig. 36) on the power
steering return hose to expose the return hose to
steel tube connection. Remove hose clamp from
power steering fluid return hose (Fig. 36). Remove
power steering return hose from steel tube and allow
remaining power steering fluid to drain from power
steering pump and reservoir.
(5) Remove the power steering fluid pressure line
from the power steering pump pressure fitting (Fig.
37). Drain excess power steering fluid from hose.
Fig. 33 Pulley Removal
Fig. 34 Pulley Installation
Fig. 35 Pulley To Pump Shaft Location
NSSTEERING 19 - 23

The drive tangs on the pinion mate loosely with a
stub shaft to permit manual steering control to be
maintained if the drive belt on the power steering
pump should break. However, under these conditions,
steering effort will be increased.
DIAGNOSIS AND TESTING
POWER STEERING GEAR
The following procedure can be used to test the
operation of the power steering system on this vehi-
cle. This test will provide the flow rate for the power
steering system along with the maximum relief pres-
sure of the power steering pump. This test is to be
performed any time a power steering system problem
is present to determine if the power steering pump or
power steering gear is not functioning properly. The
following pressure and flow test is performed using
Pressure/Flow Tester, Special Tool 6815 (Fig. 2).
POWER STEERING PUMP FLOW AND
PRESSURE TEST PROCEDURE
(1) Check power steering pump drive belt tension
and adjust as necessary.
(2) Disconnect power steering fluid pressure hose,
at power steering pump. Use a container for dripping
fluid.
(3) Connect Pressure Gauge, Special Tool from kit
6815 to both hoses using adapter fittings. Connect
spare pressure hose, to power steering pump pres-
sure hose fitting.
(4) Completely open valve on Special Tool 6815.
(5) Start engine and let idle long enough to circu-
late power steering fluid through flow/pressure test
and get air out of fluid. Then shut off engine.
(6) Check power steering fluid level, and add fluid
as necessary. Start engine again and let idle.
(7) Pressure gauge should read below 862 kPa
(125 psi), if above, inspect the hoses for restrictions
and repair as necessary. The initial pressure readingshould be in the range of 345-552 kPa (50-80 psi).
The flow meter should read between 1.3 and 1.9
GPM
CAUTION: The following test procedure involves
testing power steering pump maximum pressure
output and flow control valve operation. Do not
leave valve closed for more than 5 seconds as the
pump could be damaged.
(8) Close valve fully three times and record high-
est pressure indicated each time.All three read-
ings must be within the specifications and
within 345 kPa (50 psi) of each other.
NOTE: Power steering pump maximum relief pres-
sure is 9653 to 10342 kPa (1400 to 1500 psi.).
²If power steering pump pressures are within
specifications but not within 345 kPa (50 psi) of each
other, then replace power steering pump.
²If pressures are within 345 kPa (50 psi) of each
other but below specifications, then replace power
steering pump.
CAUTION: Do not force the pump to operate
against the stops for more than 5 seconds at a time
because, pump damage will result.
(9) Open test valve. Turn steering wheel to the
extreme left and right positions until against the
stops, recording the highest indicated pressure at
each position. Compare pressure gauge readings to
power steering pump specifications. If highest output
pressures are not the same against either stop, the
steering gear is leaking internally and must be
replaced.REMOVAL AND INSTALLATION
STEERING GEAR
NOTE: The power steering gear should NOT be ser-
viced or adjusted. If a malfunction or oil leak
occurs, the complete steering gear assembly must
be replaced.
REMOVE
CAUTION: Positioning the steering column in the
locked position will prevent the clockspring from
being accidentally over-extended when the steering
column is disconnected from the intermediate
steering coupler.
Fig. 2 Power Steering Pump Flow/Pressure Tester
NSSTEERING 19 - 27
DESCRIPTION AND OPERATION (Continued)

STEERING
CONTENTS
page
POWER STEERINGÐ2.5L VM DIESEL....... 1
POWER STEERINGÐ2.5L VM DIESEL
INDEX
page page
GENERAL INFORMATION
POWER STEERING GEAR................ 1
POWER STEERING PUMP................ 1
STEERING GEAR OPERATIONÐRHD & LHD
VEHICLES........................... 1SERVICE PROCEDURES
POWER STEERING PUMP ± INITIAL
OPERATION.......................... 1
REMOVAL AND INSTALLATION
POWER STEERING PUMPÐ2.5L DIESEL..... 2
GENERAL INFORMATION
POWER STEERING PUMP
The power steering pump used with the 2.5L VM
Diesel engine operates the same way as the power
steering pump used with the 2.5/4.0L gasoline
engines. Refer to the Description and Operation sec-
tion for the 2.5/4.0L gasoline engine power steering
pump for more information.
STEERING GEAR OPERATIONÐRHD & LHD
VEHICLES
NOTE: 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.
Refer to the Power Steering Gear in group 19 for
more information
POWER STEERING GEAR
SERVICE PROCEDURES
POWER STEERING PUMP ± INITIAL OPERATION
WARNING: THE FLUID LEVEL SHOULD BE
CHECKED WITH ENGINE OFF TO PREVENT INJURY
FROM MOVING COMPONENTS.CAUTION: Use MOPAR Power Steering Fluid or
equivalent. Do not use automatic transmission fluid
and do not overfill.
Wipe filler cap clean, then check the fluid level.
The dipstick should indicateCOLDwhen the fluid is
at normal temperature.
(1) Fill the pump fluid reservoir to the proper level
and let the fluid settle for at least two minutes.
(2) Start the engine and let run for a few seconds
then turn engine off.
(3) Add fluid if necessary. Repeat the above proce-
dure until the fluid level remains constant after run-
ning the engine.
Fig. 1 Power Steering GearÐRHD Vehicles
NS/GSSTEERING 19 - 1

GENERAL INFORMATION
31TH TRANSAXLE
NOTE: Safety goggles should be worn at all times
when working on these transaxles.
This transaxle combines torque converter, three
speed transmission, final drive gearing, and differen-
tial into a front wheel drive system. The identifica-
tion markings and usage of the transaxle are charted
in Diagnosis and Tests.
NOTE: Transaxle operation requirements are differ-
ent for each vehicle and engine combination. 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 three primary
areas:
(1) Main center line plus valve body.
(2) Transfer shaft center line (includes governor
and parking sprag).
(3) Differential center line.
(4) Center distances between the main rotating
parts in these three areas are held precise to main-
tain a low noise level.
(5) The torque converter, transaxle area, and dif-
ferential are housed in an integral aluminum die
casting.The differential oil sump is common
with the transaxle sump. Separate filling of the
differential is NOT necessary.
(6) The torque converter is attached to the crank-
shaft through a flexible driving plate. Cooling of the
converter is accomplished by circulating the tran-
saxle fluid through a remote cooler. There are two
types of coolers used. An oil-to-water type cooler
located in the radiator side tank and/or an oil-to air
heat exchanger. The torque converter assembly is a
sealed unit that cannot be disassembled.
(7) The transaxle fluid is filtered by an internal fil-
ter attached to the lower side of the valve body
assembly.
(8) 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.
(9) The transaxle consists of:
²Two multiple-disc clutches
²An overrunning clutch
²Two servos
²A hydraulic accumulator
²Two bands²Two planetary gear sets
This provides three forward ratios and a reverse
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
front clutch retainer. The hydraulic system consists
of an oil pump, and a single valve body which con-
tains 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 helical gears to
the transfer shaft. This gear set is a factor of the
final drive (axle) ratio. The shaft also carries the gov-
ernor and parking sprag. An integral helical gear on
the transfer shaft drives the differential ring gear.
The final drive gearing is completed with one of two
gear ratios of 2.98 or 3.19 depending on model and
application.
FLUID LEVEL AND CONDITION
NOTE: The transmission and differential sump have
a common oil sump with a communicating opening
between the two.
The torque converter fills in both the P Park and N
Neutral positions. Place the selector lever in P Park
to be sure that the fluid level check is accurate.The
engine should be running at idle speed for at
least one minute, with the vehicle on level
ground. This will assure complete oil level sta-
bilization between differential and transmis-
sion.The fluid should be at normal operating
temperature (approximately 82 C. or 180 F.). The
fluid level is correct if it is in the HOT region (cross-
hatched area) on the dipstick.
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 overheat-
ing, fluid oxidation, and varnishing. This can inter-
fere with normal valve, clutch, and servo operation.
Foaming can also result in fluid escaping from the
transaxle dipstick 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.
21 - 2 TRANSAXLE AND POWER TRANSFER UNITNS

If there is any doubt about its condition, drain out a
sample for a double check.
SELECTION OF LUBRICANT
It is important that the proper lubricant be used in
these transmissions. Mopar ATF PLUS 3 (Automatic
Transmission Fluid- type 7176) should be used to aid
in ensuring optimum transmission performance. 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
addition of any fluids to the transmission, other than
fluid listed above. An exception 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.
DESCRIPTION AND OPERATION
TORQUE CONVERTER CLUTCH
A torque converter clutch is standard on all vehi-
cles. The torque converter clutch is activated only in
direct drive and is controlled by the engine electron-
ics. A solenoid on the valve body, is powered by the
powertrain control module to activate torque con-
verter clutch.
HYDRAULIC CONTROL SYSTEM
The hydraulic control system makes the transaxle
fully automatic, and has four important functions to
perform. The components of any automatic control
system may be grouped into the following basic
groups:
The pressure supply system, the pressure regulat-
ing 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 prese-
lected pump gears.
PRESSURE REGULATING VALVES
The pressure regulating valve controls line pres-
sure 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 tran-
saxle from first to second or from second to first,
depending on the vehicle operation.
The 2-3 shift valve automatically shifts the tran-
saxle 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 is
providing fast release of the kickdown band, and
smooth front clutch engagement when a lift-foot
upshift from second to third is made. The second
function is to regulate the application of the kick-
down 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 torque converter clutch. It
also disengages the torque converter at closed throt-
tle. This is done during engine warm-up, and part-
throttle acceleration.
The switch valve directs oil to apply the torque
converter clutch in one position. The switch valve
releases the torque converter clutch in the other posi-
tion.
CLUTCHES, BAND SERVOS, 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
application at any throttle position.
NSTRANSAXLE AND POWER TRANSFER UNIT 21 - 3
GENERAL INFORMATION (Continued)

GEARSHIFT AND PARKING LOCK CONTROLS
The transaxle is controlled by a lever type gear-
shift incorporated within 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 P position.Do not
apply the parking lock until the vehicle has
stopped; otherwise, a severe ratchet noise will
occur.
TORQUE CONVERTER CLUTCH SOLENOID WIRING
CONNECTOR
If wiring connector is unplugged, the torque con-
verter will not engage (Fig. 1) .
GOVERNOR
The governor may be serviced by removing the
transaxle oil pan and valve body assembly. The gov-
ernor may be unbolted from the governor support
and removed from the transaxle for reconditioning or
replacement.
When cleaning or assembling the governor, make
sure the governor valves move freely in the bores of
the governor body.
DIAGNOSIS AND TESTING
THREE SPEED TRANSAXLE DIAGNOSIS AND
TESTS
Automatic transaxle malfunctions may be caused
by four general conditions:
(1) Poor engine performance
(2) Improper adjustments
(3) Hydraulic malfunctions
(4) Mechanical malfunctionsDiagnosis of these problems should always begin
by checking the easily accessible variables; fluid level
and condition, gearshift cable adjustment, and throt-
tle 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 per-
formed
31TH HYDRAULIC TROUBLE CODE CHARTS
The following charts should be used to help diag-
nose hydraulic or mechanical faults in the transaxle .
ROAD TEST
Prior to performing a road test, check the fluid
level, and control cable adjustments.
During the road test, the transaxle should be oper-
ated in each position to check for slipping and any
variation in shifting.
If vehicle operates at high speeds, but has poor
acceleration, the converter's overrunning clutch may
be slipping. If acceleration is normal, but high throt-
tle opening is needed for high speeds, the stator
clutch may have seized.
Observe closely for slipping or engine speed flare-
up. Slipping or flare-up in any gear usually indicates
clutch, band, or overrunning clutch problems. If the
condition is far advanced, an overhaul will probably
be necessary to restore normal operation.
In most cases, the clutch or band that is slipping
can be determined by noting the transaxle operation
in all selector positions. Then comparing which inter-
nal units are applied in those positions. The Ele-
ments in Use Chart provides a basis for road test
analysis .
The rear clutch is applied in both the D first gear
and 1 first gear positions. Also the overrunning
clutch is applied in D first gear and the low/reverse
band is applied in 1 first gear position. If the tran-
saxle slips in D range first gear, but does not slip in
1 first gear, the overrunning clutch is slipping. Simi-
larly, if the transaxle slips in any two forward gears,
the rear clutch is slipping.
Using the same procedure, the rear clutch and
front clutch are applied in D third gear. If the tran-
saxle slips in third gear, either the front clutch or the
rear clutch is slipping. By selecting another gear
which does not use one of those units, the unit which
is slipping can be determined. If the transaxle also
slips in reverse, the front clutch is slipping. If the
transaxle does not slip in reverse, the rear clutch is
slipping.
The process of eliminating can be used to detect
any unit which slips and to confirm proper operation
of good units. Road testing can usually diagnose slip-
ping units. Although the actual cause of the problem
Fig. 1 Torque Converter Clutch Solenoid Wiring
Connector
21 - 4 TRANSAXLE AND POWER TRANSFER UNITNS
DESCRIPTION AND OPERATION (Continued)

(4) Low pressure in R and 1 but 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. It is located at lower right
side of case, below differential cover.
(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 be suspected if
part throttle upshift speeds are either delayed or
occur too early in relation to vehicle speeds. Engine
runaway on shifts can also be an indicator of low
throttle pressure setting, or misadjusted throttle
cable.
In no case should throttle pressure be adjusted
until the transaxle throttle cable adjustment has
been verified 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. This
is done 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. To make air pres-
sure tests, proceed as follows:
NOTE: Compressed air supply must be free of all
dirt or moisture. Use a pressure of 30 psi.
Remove oil pan and valve body. Refer to Valve
Body for removal procedure.
FRONT CLUTCH
Apply air pressure to front clutch apply passage
and listen for a dull thud which indicates that front
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 apply passage
and listen for a dull thud which indicates that rear
clutch is operating. Also inspect for excessive oil
leaks. If a dull thud cannot 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 ON
passage. Operation of servo is indicated by a tighten-
ing 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
indicates that a malfunction exists in the valve body.
FLUID LEAKAGE-TRANSAXLE TORQUE
CONVERTER HOUSING AREA
(1) Check for source of leakage.
(2) Since fluid leakage near the torque converter
area may be from an engine oil leak, the area should
be checked closely. Factory fill fluid is dyed red and,
therefore, can be distinguished from engine oil.
(3) Prior to removing the transaxle, perform the
following checks:
(4) When leakage is determined to originate from
the transaxle, check fluid level prior to removal of
the transaxle and torque converter.
(5) High oil level can result in oil leakage out the
vent in the dipstick. If the fluid level is high, adjust
to proper level.
(6) After performing this operation, inspect for
leakage. If a leak persists, perform the following
operation on the vehicle. This will determine if the
torque converter or transaxle is leaking.
TORQUE CONVERTER LEAKAGE
Possible sources of torque converter leakage are:
²Torque converter weld leaks at the outside diam-
eter (peripheral) weld.
²Torque converter hub weld.
²Torque converter impeller shell cracked adjacent
to hub.
²At drive lug welds.
NOTE: Hub weld is inside and not visible. Do not
attempt to repair. Replace torque converter.
NSTRANSAXLE AND POWER TRANSFER UNIT 21 - 15
DIAGNOSIS AND TESTING (Continued)