1999 DODGE NEON check engine

However, under these conditions, steering effort will
be increased.
NOTE: The power steering gear (Fig. 1) should NOT
be serviced or adjusted. If a malfunction or oil leak
occurs with the steering gear, the complete steering
gear needs to be replaced.
DIAGNOSIS AND TESTING
POWER STEERING SYSTEM TEST PROCEDURE
The following procedure can be used to test the
operation of the power steering system on the vehi-
cle. This test will provide the flow rate of the power
steering pump along with the maximum relief pres-
sure. 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 (Fig. 3) to both hoses using adapter fittings.
Connect spare pressure hose, to power steering pump
pressure hose banjo fitting.
(4) Completely open valve on Special Tool 6815
(Fig. 3).
(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 reading
should be in the range of 345-552 kPa (50-80 psi).
The flow meter should read between 1.3 and 1.4
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 above specifications and within
345 kPa (50 psi) of each other.
NOTE: Power steering pump maximum relief pres-
sure is 8240 to 8920 kPa (1195 to 1293 psi.).
²If power steering pump pressures above specifi-
cations but not within 345 kPa (50 psi) of each other,
then replace power steering pump.
²If pressures 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
Fig. 3 Power Steering Pump Flow/Pressure Tester
Connected To Power Steering Pump
Fig. 2 Power Steering Pump Flow/Pressure Tester
PLSTEERING 19 - 27
DESCRIPTION AND OPERATION (Continued)

(13) Start the engine and let run for a few seconds.
Then turn the engine off.
(14) Add fluid if necessary.
(15) Raise front wheels of vehicle off the ground.
(16) Start engine and turn steering wheel several
times from stop to stop to bleed air from fluid in sys-
tem. Stop engine, check fluid level, and inspect sys-
tem for leaks.Fill pump reservoir to correct
level with Mopart, Power Steering Fluid, or
equivalent.See Checking Fluid Level.
(17) Lower front wheels of vehicle back on the
ground.
CAUTION: During this procedure do not allow the
steering gear inner tie rod boots to become twisted.
(See Wheel Alignment in the suspension section of
this service manual).
(18) Adjust the front Toe setting on the vehicle.
Refer to the Toe Setting Procedure in Front Suspen-
sion Service Procedures in this group of the service
manual. Refer to the Specifications Section at the
end of this group for the desired front Toe specifica-
tion.
(19) Tighten tie rod jam nut (Fig. 18) to 61 N´m
(45 ft.lbs.) torque.
(20) Adjust steering gear to tie rod boots at tie
rods.
DISASSEMBLY AND ASSEMBLY
OUTER TIE ROD
DISASSEMBLE
(1) Loosen the inner tie rod to outer tie rod jam
nut (Fig. 19). Thread the jam nut far enough up the
inner tie rod to pull the collar (Fig. 19) away fromthe outer tie rod end. Pull the collar off the end of
the outer tie rod.
(2) Remove the nut attaching the outer tie rod end
to steering knuckle (Fig. 20).Nut is to be removed
from tie rod end using the following procedure,
hold tie rod end stud with a 11/32 socket while
loosening and removing nut with wrench.
(3) Remove tie rod end from steering knuckle
using Remover, Special Tool MB-991113 (Fig. 21) .
(4) Remove outer tie rod from inner tie rod by un-
threading it from the inner tie rod.
ASSEMBLE
(1) Install the jam nut (Fig. 19) on inner tie rod
end.
Fig. 18 Outer Tie Rod End Jam Nut
Fig. 19 Outer Tie Rod
Fig. 20 Removing /Installing Tie Rod End Attaching
Nut
19 - 32 STEERINGPL
REMOVAL AND INSTALLATION (Continued)

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.
Center distances between the main rotating parts
in these three areas are held precise to maintain a
low noise level.
The torque converter, transaxle area, and differen-
tial are housed in an integral aluminum die casting.
The differential oil sump is common with the
transaxle sump. Separate filling of the differen-
tial is NOT necessary.
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 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.
The transaxle fluid is filtered by an internal filter
attached to the lower side of the valve body assembly.
Engine torque is transmitted to the torque con-
verter and 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 section.
The transaxle consists of:
²Two multiple-disc clutches
²An overrunning clutch
²Two servos
²A hydraulic accumulator
²Two bands
²Two 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 driving 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 in the
transaxle final drive (axle) ratio. The shaft also car-
ries the governor and parking sprag. An integral heli-cal gear on the transfer shaft drives the differential
ring gear. The final drive gearing is completed with
one of two gear ratios; 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 accu-
rate.The engine should be running at idle
speed for at least one minute, with the vehicle
on level ground. This will ensure complete oil
level stabilization between differential and
transmission.The fluid should be at normal operat-
ing temperature (approximately 82É C. or 180É 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 will build up slowly.
Improper filling also can raise the fluid level too
high. When the transaxle has too much fluid, the
gears churn up foam and cause the same conditions
that 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 also can 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,
or 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.
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
that fluid listed above. An exception to this policy is
PLTRANSAXLE 21 - 41
GENERAL INFORMATION (Continued)

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 banging noise will occur.
TORQUE CONVERTER CLUTCH SOLENOID WIRING
CONNECTOR
If the solenoid wiring connector is unplugged, the
torque converter will not engage (Fig. 2).
GOVERNOR
The governor can be serviced by removing the
transaxle oil pan and valve body assembly. The gov-
ernor can be unbolted from the governor support and
removed from the transaxle for reconditioning or
replacement.
When cleaning or assembling the governor, be 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 malfunctions
Diagnosis 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.
Fig. 1 Shifter Ignition Interlock System Components
Fig. 2 Torque Converter Clutch Solenoid Wiring
Connector
PLTRANSAXLE 21 - 43
DESCRIPTION AND OPERATION (Continued)

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 and then comparing which
internal units are applied in those positions. The
Elements±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 that
does not use one of those units, the unit that is slip-
ping 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 elimination can be used to detect
any unit that slips and to confirm proper operation of
good units. Road testing can usually diagnose slip-
ping units, although the actual cause of the problem
may not be detected. Practically any condition can be
caused by leaking hydraulic circuits or sticking
valves.
Therefore, unless the condition is obvious, the tran-
saxle should never be disassembled until hydraulic
pressure tests have been performed.
HYDRAULIC PRESSURE TESTS
Pressure testing is a very important step in the
diagnostic procedure. These tests usually reveal the
cause of most transaxle problems.
Before performing pressure tests, check fluid level
and condition, as well as control cable adjustments.
Fluid must be at operating temperature (150 to 200
degrees F.).
Install an engine tachometer. Raise vehicle on a
hoist that allows front wheels to turn, and position
tachometer so it can be read.
Disconnect throttle cable and shift cable from tran-
saxle levers so they can be controlled from outside
the vehicle.
Attach 150 psi gauges to ports required for test
being conducted. A 300 psi gauge (C-3293) is required
for reverse pressure test at rear servo.
Test port locations are shown in (Fig. 3).
TEST ONE (SELECTOR IN 1)
(1) Attach gauges to line and low-reverse ports.
(2) Operate engine at 1000 rpm for test.
(3) Move selector lever on transaxle all the way
rearward (1 position).
(4) Read pressures on both gauges as throttle lever
on transaxle is moved from full clockwise position to
full counterclockwise position.
ELEMENTS IN USE AT EACH POSITION OF THE SELECTOR LEVER
21 - 52 TRANSAXLEPL
DIAGNOSIS AND TESTING (Continued)

(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 to the full
counterclockwise position.
(5) Line pressure should read 52 to 58 psi with
throttle lever clockwise. Pressure should gradually
increase to 80 to 88 psi. as lever is moved counter-
clockwise.
(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
hydraulic circuits.
TEST FOUR (SELECTOR IN REVERSE)
(1) Attach 300 psi gauge to low-reverse port.
(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. Pressure should
gradually increase to 260 to 300 psi. as lever is
moved counterclockwise.
(5) This tests pump output, pressure regulation,
and condition of front clutch and rear servo hydraulic
circuits.
(6) Move selector lever on transaxle to D position
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 reg-
ulator are working properly.
(2) Low pressure in D, 1, and 2 but correct pres-
sure in R, indicates rear clutch circuit leakage.
(3) Low pressure in D and R, but correct pressure
in 1 indicates front clutch circuit leakage.
(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 respondsmoothly to changes in mph and should return to 0
to 3 psi when vehicle is stopped. High pressure
(above 3 psi) at standstill 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 speed. 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. 5).
The front and rear clutches, kickdown servo, and
low/reverse servo can 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 and 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.
21 - 54 TRANSAXLEPL
DIAGNOSIS AND TESTING (Continued)

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 followingoperation 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.
INTERLOCK SYSTEM OPERATION CHECK
(1) Place shifter in PARK, the ignition switch
should rotate freely from OFF to LOCK position.
When the shifter is moved to the DRIVE position,
the ignition switch should not rotate from OFF to
LOCK.
(2) Moving shifter out of PARK should be possible
only when ignition switch is in the OFF or the RUN
position. Movement of the shifter from the PARK
Fig. 5 Air Pressure Tests
PLTRANSAXLE 21 - 55
DIAGNOSIS AND TESTING (Continued)

position should not be possible when the ignition
switch is in the LOCK or the ACCESSORY position.
(3) If the interlock system, operates in any way
other than as described above, repair of the interlock
system is required. See Adjustment and Repair pro-
cedures in this section for the required procedures.
SERVICE PROCEDURES
FLUID AND FILTER CHANGE
When the factory fill fluid is changed, only fluids
labeled MOPARtATF PLUS 3 (Automatic Transmis-
sion fluid) Type 7176 should be used.
If the transaxle is disassembled for any reason, the
fluid and filter should be changed.
30,000 MILE TRANSAXLE OIL CHANGE
When a vehicle attains 30,000 miles on its odome-
ter it is recommended that the transaxle oil be
changed. To change the oil, use the procedure that
follows:
It is recommended that a transaxle fluid exchanger
(ATF 2000+ or equivalent) be used to replace the
used fluid in the transaxle. If a fluid exchanger is not
available use a fluid suction pump (Vaculayor equiv-
alent) to draw the fluid out of the dipstick tube. If a
fluid suction pump is not available remove the oil
pan and drain the fluid.
CAUTION: Chrysler Corporation does not recom-
mend using any fluid exchanger that introduces
additives into the transaxle.
TRANSAXLE FLUID EXCHANGER METHOD
(1) To perform the transaxle fluid exchange, the
transaxle must be at operating temperature. Drive
the vehicle till it reaches full operating temperature.
(2) Verify that the fill tank on the transaxle fluid
exchanger (ATF 2000+ or equivalent) is clean and
dry.
(3) Fill the tank to the recommended fill capacity
with Mopar ATF Plus 3 Type 7176.
(4) Hookup the vehicle to the machine following
the manufacturers instructions. Perform the
exchange procedure following the instructions pro-
vided with the machine.
(5) Once machine has completed the fluid
exchange. Check the fluid level and condition and fill
to proper level with Mopar ATF Plus 3 Type 7176.
NOTE: Verify that the transaxle cooler lines are
tightened to proper specifications. Cooler line
torque specification is 2 N²m (18 in. lbs.).DIPSTICK TUBE FLUID SUCTION METHOD
(1) When performing the fluid suction method,
make sure the transaxle is at full operating temper-
ature.
(2) To perform the dipstick tube fluid suction
method, use a suitable fluid suction device (Vaculay
or equivalent).
(3) Insert the fluid suction line into the dipstick
tube.
NOTE: Verify that the suction line is inserted to the
lowest point of the transaxle oil pan. This will
ensure complete evacuation of the fluid in the pan.
(4) Follow the manufacturers recommended proce-
dure and evacuate the fluid from the transaxle.
(5) Remove the suction line from the dipstick tube.
(6) Add 4 Quarts of Mopar ATF Plus 3 Type 7176
transaxle fluid.
(7) Start the engine and allow it to idle for a min-
imum of one minute. With the parking brake applied,
press your foot on the service brake and cycle the
transaxle from park to all gear positions ending in
neutral or park.
(8) Check the transaxle fluid level and add an
appropriate amount to bring the transaxle fluid level
to 3mm (1/8 in.) below the ADD mark on the dip-
stick.
(9) Recheck the fluid level after the transaxle is at
normal operating temperature. The level should be in
the HOT range.
TRANSAXLE OIL PAN DROP METHOD
This procedure involves removing the transaxle oil
pan to drain the transaxle fluid.
(1) Bring the vehicle up to normal operating tem-
perature. Drive the vehicle a minimum of 10 miles.
(2) Raise the vehicle on the hoist.
(3) Loosen the transaxle oil pan and drain the
fluid into a suitable container.
(4) Remove the pan and clean all sealant from the
pan and transaxle mating surfaces. Clean the mag-
net and the inside of the pan.
(5) Apply a 1/8 inch bead of Mopar RTV Sealant to
the mounting flange of the transaxle oil pan. Apply
RTV Sealant to the underside of the attaching bolts.
Attach the oil pan to the transaxle. Tighten the bolts
to 19 N²m (165 in. lbs.).
(6) Lower the vehicle and add 4 Quarts of Mopar
ATF Plus 3 Type 7176 transaxle fluid.
(7) Start the engine and allow it to idle for a min-
imum of one minute. With the parking brake applied,
press your foot on the service brake and cycle the
transaxle from park to all gear positions ending in
neutral or park.
(8) Check the transaxle fluid level and add an
appropriate amount to bring the transaxle fluid level
21 - 56 TRANSAXLEPL
DIAGNOSIS AND TESTING (Continued)