2002 CHRYSLER CARAVAN transfer shaft

(11) Align and install rear mount bracket-to-case
bolts by hand (Fig. 165). Torque horizontal bolt to
102 N´m (75 ft. lbs.).
(12) AWD models: Install power transfer unit.
(Refer to 21 - TRANSMISSION/TRANSAXLE/
POWER TRANSFER UNIT - INSTALLATION)
(13) Install left and right halfshaft assemblies.
(Refer to 3 - DIFFERENTIAL & DRIVELINE/HALF
SHAFT - INSTALLATION)
(14) Install front wheel/tire assemblies.
(15) Lower vehicle.
(16) Torque remaining rear mount bracket-to-tran-
saxle vertical bolts (Fig. 165) to 102 N´m (75 ft. lbs.).
(17) Install transaxle upper bellhousing-to-block
bolts and torque to 95 N´m (70 ft. lbs.).
(18) Install and connect crank position sensor (if
equipped).
(19) Connect gearshift cable to upper mount
bracket and transaxle manual valve lever (Fig. 166).
Fig. 165 Rear Mount Bracket - Typical
1 - BOLT - VERTICAL 102 N´m (75 ft. lbs.)
2 - BRACKET - REAR MOUNT3 - BOLT - HORIZONTAL 102 N´m (75 ft. lbs.)
Fig. 166 Gearshift Cable at Transaxle - Typical
1 - MANUAL VALVE LEVER
2 - GEAR SHIFT CABLE
3 - UPPER MOUNT BRACKET
21 - 214 41TE AUTOMATIC TRANSAXLERS
41TE AUTOMATIC TRANSAXLE (Continued)
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SPECIFICATIONS - 41TE TRANSAXLE
GENERAL SPECIFICATIONS
DESCRIPTION SPECIFICATION
Transaxle TypeFully adaptive, electronically controlled, four speed
automatic with torque converter and integral differential
Cooling Method Air-to-oil heat exchanger
Lubrication Pump (internal-external gear-type
GEAR RATIOS
DESCRIPTION SPECIFICATION
First Gear 2.84
Second Gear 1.57
Direct Gear 1.00
Overdrive Gear 0.69
Reverse Gear 2.21
BEARING SETTINGS (END PLAY & TURNING TORQUE)
DESCRIPTION METRIC STANDARD
Differential Assembly 0.6-2 N´m 5-18 in. lbs.
Output Hub 0.3-2 N´m 3-8 in. lbs.
Transfer Shaft (End Play) 0.051-0.102 mm 0.002-0.004 in.
Overall Drag At Output Hub 0.3-1.9 N´m 3-16 in. lbs.
CLUTCH CLEARANCES
DESCRIPTION METRIC STANDARD
Low/Rev Clutch (Select Reaction
Plate)0.89-1.47 mm 0.035-0.058 in.
Two/Four Clutch (No Selection) 0.76-2.64 mm 0.030-0.104 in.
Reverse Clutch (Select Snap Ring) 0.89-1.37 mm 0.035-0.054 in.
Overdrive Clutch (No Selection) 1.07-3.25 mm 0.042-0.128 in.
Underdrive Clutch (Select Pressure
Plate)0.94-1.50 mm 0.037-0.059 in.
OIL PUMP CLEARANCES
DESCRIPTION METRIC STANDARD
Outer Gear-to-Crescent 0.060-0.298 mm 0.0023-0.0117 in.
Inner Gear-to-Crescent 0.093-0.385 mm 0.0036-0.0151 in.
Outer Gear-to-Pocket 0.089-0.202 mm 0.0035-0.0079 in.
Outer Gear Side Clearance 0.020-0.046 mm 0.0008-0.0018 in.
Inner Gear Side Clearance 0.020-0.046 mm 0.0008-0.0018 in.
21 - 228 41TE AUTOMATIC TRANSAXLERS
41TE AUTOMATIC TRANSAXLE (Continued)
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INPUT SHAFT
DESCRIPTION METRIC SPECIFICATION
End Play 0.127-0.635mm 0.005-0.025 in.
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Bolt, Differential
Cover-to-Case19 Ð 165
Bolt, Differential Ring
Gear-to-Case95 70 Ð
Bolt, Differential Bearing
Retainer-to-Case28 21 Ð
Bolt, Driveplate-to-
Crankshaft95 70 Ð
Bolt, Extension Housing/
Plate-to-Case28 21 Ð
Bolt, Oil Pan-to-Case 19 Ð 165
Bolt, Output Gear 271 200 Ð
Bolt, Output Gear
Stirrup/Strap23 17 Ð
Bolt, Oil Pump-to-Case 27 20 Ð
Bolt, Reaction Support-to-
Case27 20 Ð
Bolt, Solenoid/Pressure
Switch Assy.-to-Case12 Ð 110
Bolt, Torque Converter-to-
Driveplate75 55 Ð
Bolt, Transfer Gear Cover 20 Ð 175
Bolt, Valve Body-to-Case 12 Ð 105
Fitting, Oil Cooler Line 12 Ð 105
Nut, Tranfer Gear 271 200 Ð
Tap, Transaxle Pressure 5 Ð 45
Screw, L/R Clutch
Retainer5Ð45
Screw, Solenoid/Pressure
Switch Assy. Connector4Ð35
Screw, Valve Body-to-
Transfer Plate5Ð45
Sensor, Input Speed 27 20 Ð
Sensor, Output Speed 27 20 Ð
Sensor, Transmission
Range Sensor5Ð45
RS41TE AUTOMATIC TRANSAXLE21 - 229
41TE AUTOMATIC TRANSAXLE (Continued)
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OPERATION
The three input clutches are responsible for driving
different components of the planetary geartrain.
NOTE: Refer to the ªElements In Useº chart in Diag-
nosis and Testing for a collective view of which
clutch elements are applied at each position of the
selector lever.
UNDERDRIVE CLUTCH
The underdrive clutch is hydraulically applied in
first, second, and third (direct) gears by pressurized
fluid against the underdrive piston. When the under-
drive clutch is applied, the underdrive hub drives the
rear sun gear.
OVERDRIVE CLUTCH
The overdrive clutch is hydraulically applied in
third (direct) and overdrive gears by pressurized fluid
against the overdrive/reverse piston. When the over-
drive clutch is applied, the overdrive hub drives the
front planet carrier.
REVERSE CLUTCH
The reverse clutch is hydraulically applied in
reverse gear only by pressurized fluid against the
overdrive/reverse piston. When the reverse clutch is
applied, the front sun gear assembly is driven.
FINAL DRIVE
DISASSEMBLY
NOTE: The differential is serviced as an assembly.
Differential service is limited to bearing cups and
cones. Any other differential component failure
must be remedied by differential assembly and
transfer shaft replacement.
The transfer shaft should be removed for differen-
tial repair and bearing turning torque checking.
(1) Remove the differential cover and bolts (Fig.
174) (Fig. 175).
(2) Remove the differential bearing retainer and
bolts (Fig. 176) (Fig. 177).
(3) Using a plastic hammer, remove extension
housing/adapter plate on the right side of the trans-
axle.
WARNING: HOLD ONTO DIFFERENTIAL ASSEMBLY
TO PREVENT IT FROM ROLLING OUT OF HOUSING.
(4) Use Miller Special Tool 5048, 5048-3 Collets,
and L-4539-2 Button to remove the differential bear-
ing cone on the extension housing side.
Fig. 174 Differential Cover Bolts
1 - DIFFERENTIAL COVER BOLTS
2 - DIFFERENTIAL COVER
Fig. 175 Remove Differential Cover
1 - DIFFERENTIAL ASSEMBLY
2 - DIFFERENTIAL COVER
Fig. 176 Differential Retainer Bolts
1 - DIFFERENTIAL RETAINER BOLTS
21 - 238 41TE AUTOMATIC TRANSAXLERS
DRIVING CLUTCHES (Continued)
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ASSEMBLY
NOTE: The differential is serviced as an assembly.
Differential service is limited to bearing cups and
cones. Any other differential component failure
must be remedied by differential assembly and
transfer shaft replacement.
(1) Install side gear thrust washer to differential
case (Fig. 193).
(2) Install side gear to differential case (Fig. 194).(3) Install both pinion gears and washers to case,
while orientating washer tabs to notch in case (Fig.
195).
(4) Install pinion shaft (Fig. 196).
Fig. 193 Thrust Washer Installation
1 - THRUST WASHER
Fig. 194 Side Gear Installation
1 - DIFFERENTIAL SIDE GEAR
Fig. 195 Pinion Gear and Washer Installation
1 - PINION GEAR
2 - TABBED WASHER
3 - LOCATING TAB
4 - NOTCH
Fig. 196 Pinion Shaft Installation
1 - PINION SHAFT
RS41TE AUTOMATIC TRANSAXLE21 - 243
FINAL DRIVE (Continued)
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(15) Apply a bead of MopartSilicone Rubber
Adhesive Sealant to extension housing/adapter plate
and install into position. Install and torque bolts to
28 N´m (21 ft. lbs.).
(16)
Measure and adjust differential bearing preload.
(Refer to 21 - TRANSMISSION/TRANSAXLE/AUTO-
MATIC - 41TE/FINAL DRIVE - ADJUSTMENTS)
(17) Apply a bead of MopartSilicone Rubber
Adhesive Sealant to differential cover and install to
case (Fig. 206).
(18) Install and torque cover-to-case bolts to 19
N´m (165 in. lbs.) (Fig. 207).
ADJUSTMENTS
ADJUSTMENT - DIFFERENTIAL BEARING
PRELOAD
NOTE: Perform all differential bearing preload mea-
surements with the transfer shaft and gear removed.
DIFFERENTIAL BEARING PRELOAD ADJUSTMENT
USING EXISTING SHIM
(1)Position the transaxle assembly vertically on the
support stand, differential bearing retainer side up.
(2) Install Tool L-4436A into the differential and
onto the pinion mate shaft (Fig. 208).
Fig. 205 Differential Retainer Bolts
1 - DIFFERENTIAL RETAINER BOLTS
Fig. 206 Install Differential Cover
1 - DIFFERENTIAL ASSEMBLY
2 - DIFFERENTIAL COVER
Fig. 207 Differential Cover Bolts
1 - DIFFERENTIAL COVER BOLTS
2 - DIFFERENTIAL COVER
Fig. 208 Tool L-4436 and Torque Wrench
1 - SPECIAL TOOL L-4436±A
2 - TORQUE WRENCH
3 - DIFFERENTIAL BEARING RETAINER
21 - 246 41TE AUTOMATIC TRANSAXLERS
FINAL DRIVE (Continued)
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STATOR
The stator assembly (Fig. 330) is mounted on a sta-
tionary shaft which is an integral part of the oil
pump. The stator is located between the impeller and
turbine within the torque converter case (Fig. 331).
The stator contains an over-running clutch, which
allows the stator to rotate only in a clockwise direc-
tion. When the stator is locked against the over-run-
ning clutch, the torque multiplication feature of the
torque converter is operational.
TORQUE CONVERTER CLUTCH (TCC)
The TCC (Fig. 332) was installed to improve the
efficiency of the torque converter that is lost to the
slippage of the fluid coupling. Although the fluid cou-
pling provides smooth, shock±free power transfer, it
is natural for all fluid couplings to slip. If the impel-
ler and turbine were mechanically locked together, a
zero slippage condition could be obtained. A hydraulic
piston was added to the turbine, and a friction mate-
rial was added to the inside of the front cover to pro-
vide this mechanical lock-up.
Fig. 330 Stator Components
1 - CAM (OUTER RACE)
2 - ROLLER
3 - SPRING
4 - INNER RACE
Fig. 331 Stator Location
1-STATOR
2 - IMPELLER
3 - FLUID FLOW
4 - TURBINE
Fig. 332 Torque Converter Clutch (TCC)
1 - IMPELLER FRONT COVER
2 - THRUST WASHER ASSEMBLY
3 - IMPELLER
4-STATOR
5 - TURBINE
6 - PISTON
7 - FRICTION DISC
21 - 288 41TE AUTOMATIC TRANSAXLERS
TORQUE CONVERTER (Continued)
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OPERATION
The converter impeller (Fig. 333) (driving member),
which is integral to the converter housing and bolted
to the engine drive plate, rotates at engine speed.
The converter turbine (driven member), which reacts
from fluid pressure generated by the impeller, rotates
and turns the transmission input shaft.
TURBINE
As the fluid that was put into motion by the impel-
ler blades strikes the blades of the turbine, some of
the energy and rotational force is transferred into the
turbine and the input shaft. This causes both of them
(turbine and input shaft) to rotate in a clockwise
direction following the impeller. As the fluid is leav-
ing the trailing edges of the turbine's blades it con-
tinues in a ªhinderingº direction back toward the
impeller. If the fluid is not redirected before it strikes
the impeller, it will strike the impeller in such a
direction that it would tend to slow it down.
STATOR
Torque multiplication is achieved by locking the
stator's over-running clutch to its shaft (Fig. 334).
Under stall conditions (the turbine is stationary), the
oil leaving the turbine blades strikes the face of the
stator blades and tries to rotate them in a counter-
clockwise direction. When this happens the over±run-
ning clutch of the stator locks and holds the statorfrom rotating. With the stator locked, the oil strikes
the stator blades and is redirected into a ªhelpingº
direction before it enters the impeller. This circula-
tion of oil from impeller to turbine, turbine to stator,
and stator to impeller, can produce a maximum
torque multiplication of about 2.4:1. As the turbine
begins to match the speed of the impeller, the fluid
that was hitting the stator in such as way as to
cause it to lock±up is no longer doing so. In this con-
dition of operation, the stator begins to free wheel
and the converter acts as a fluid coupling.
TORQUE CONVERTER CLUTCH (TCC)
In a standard torque converter, the impeller and
turbine are rotating at about the same speed and the
stator is freewheeling, providing no torque multipli-
cation. By applying the turbine's piston to the front
cover's friction material, a total converter engage-
ment can be obtained. The result of this engagement
is a direct 1:1 mechanical link between the engine
and the transmission.
The engagement and disengagement of the TCC
are automatic and controlled by the Powertrain Con-
trol Module (PCM). The engagement cannot be acti-
vated in the lower gears because it eliminates the
torque multiplication effect of the torque converter
necessary for acceleration. Inputs that determine
clutch engagement are: coolant temperature, vehicle
speed and throttle position. The torque converter
Fig. 333 Torque Converter Fluid Operation
1 - APPLY PRESSURE 3 - RELEASE PRESSURE
2 - THE PISTON MOVES SLIGHTLY FORWARD 4 - THE PISTON MOVES SLIGHTLY REARWARD
RS41TE AUTOMATIC TRANSAXLE21 - 289
TORQUE CONVERTER (Continued)
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