2002 CHRYSLER CARAVAN transfer

CLUTCH - FRONT
DESCRIPTION
The front clutch assembly (Fig. 119) is composed of
the front clutch retainer, pressure plate, clutch
plates, driving discs, piston, piston return spring,
return spring retainer, and snap-rings. The front
clutch is the forward-most component in the trans-
mission geartrain and is directly behind the oil
pump. It is considered a driving component.
NOTE: The number of discs and plates may vary
with each engine and vehicle combination.
OPERATION
To apply the clutch, pressure is applied between
the clutch retainer and piston. The fluid pressure is
provided by the oil pump, transferred through the
control valves and passageways, and enters the
clutch through the hub of the reaction shaft support.
With pressure applied between the clutch retainer
and piston, the piston moves away from the clutch
retainer and compresses the clutch pack. This action
applies the clutch pack, allowing torque to flow
through the input shaft into the driving discs, and
into the clutch plates and pressure plate that are
lugged to the clutch retainer. The waved snap-ring is
used to cushion the application of the clutch pack. In
some transmissions, the snap-ring is selective and
used to adjust clutch pack clearance.
When pressure is released from the piston, the
spring returns the piston to its fully released position
and disengages the clutch. The release spring also
helps to cushion the application of the clutch assem-
bly. When the clutch is in the process of being
released by the release spring, fluid flows through a
vent and one-way ball-check-valve located in the
clutch retainer. The check-valve is needed to elimi-
nate the possibility of plate drag caused by centrifu-
gal force acting on the residual fluid trapped in the
clutch piston retainer.
DISASSEMBLY
(1) Remove front clutch waved snap ring using a
suitable screwdriver (Fig. 114).
(2) Remove waved snap ring and reaction plate
(Fig. 115).
Fig. 114 Front Clutch Waved Snap Ring
1 - WAVED SNAP RING
2 - SCREWDRIVER
3 - FRONT CLUTCH ASSEMBLY
Fig. 115 Thick Steel Plate and Waved Snap Ring
1 - WAVED SNAP RING
2 - THICK STEEL PLATE
3 - FRONT CLUTCH RETAINER
21 - 82 31TH AUTOMATIC TRANSAXLERS
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(5) Using feeler gauge, measure front clutch clear-
ance (Fig. 125).Front clutch clearance should be
within 1.27-2.79 mm (0.050-0.110 in.) and is not
adjustable.
CLUTCH - REAR
DESCRIPTION
The rear clutch assembly (Fig. 132) is composed of
the input shaft, rear clutch retainer, pressure plate,
clutch plates, driving discs, piston, Belleville spring,
and snap-rings. The Belleville spring acts as a lever
to multiply the force applied on to it by the apply pis-
ton. The increased apply force on the rear clutch
pack, in comparison to the front clutch pack, is
needed to hold against the greater torque load
imposed onto the rear pack. The rear clutch is
directly behind the front clutch and is considered a
driving component.
NOTE: The number of discs and plates may vary
with each engine and vehicle combination.
OPERATION
To apply the clutch, pressure is applied between
the clutch retainer and piston. The fluid pressure is
provided by the oil pump, transferred through the
control valves and passageways, and enters the
clutch through the hub of the reaction shaft support.
With pressure applied between the clutch retainer
and piston, the piston moves away from the clutch
retainer and compresses the clutch pack. This action
applies the clutch pack, allowing torque to flow
through the input shaft into the driving discs, and
into the clutch plates and pressure plate that are
lugged to the clutch retainer. The waved snap-ring is
used to cushion the application of the clutch pack. In
some transmissions, the snap-ring is selective and
used to adjust clutch pack clearance.
When pressure is released from the piston, the
spring returns the piston to its fully released position
and disengages the clutch. The release spring also
helps to cushion the application of the clutch assem-
bly. When the clutch is in the process of being
released by the release spring, fluid flows through a
vent and one-way ball-check-valve located in the
clutch retainer. The check-valve is needed to elimi-
nate the possibility of plate drag caused by centrifu-
gal force acting on the residual fluid trapped in the
clutch piston retainer.
Fig. 124 Front Clutch Waved Snap Ring
1 - WAVED SNAP RING
2 - SCREWDRIVER
3 - FRONT CLUTCH ASSEMBLY
Fig. 125 Measuring Front Clutch Plate Clearance
1 - FEELER GAUGE
2 - FRONT CLUTCH ASSEMBLY
21 - 86 31TH AUTOMATIC TRANSAXLERS
CLUTCH - FRONT (Continued)
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(3) Install rear clutch pack (Fig. 137).
(4) Install snap ring using a suitable screwdriver
(Fig. 138).
(5) Using feeler gauges, measure rear clutch clear-
ance (Fig. 139).Rear clutch clearance should be
within 0.71-1.10 mm (0.028-0.043 in.).
FINAL DRIVE
DISASSEMBLY
NOTE: The differential is serviced as an assembly.
Service is limited to bearing cups and cones. Any
other failure must be repaired by differential assem-
bly and transfer shaft replacement.
(1) Remove transfer shaft.
(2) Measure differential bearing turning torque.
(Refer to 21 - TRANSMISSION/TRANSAXLE/AUTO-
MATIC - 31TH/BEARINGS - ADJUSTMENTS)
(3) Remove adapter plate seal.
(4) Remove differential cover-to-transaxle case
bolts (Fig. 140).
Fig. 137 Rear Clutch (4-Disc Shown)
1 - REAR CLUTCH RETAINER
2 - CLUTCH PLATES
3 - THICK STEEL PLATE
4 - SNAP RING (SELECTIVE)
5 - DRIVING DISCS
6 - PRESSURE PLATE
Fig. 138 Rear Clutch Outer Snap Ring
1 - SCREWDRIVER
2 - SNAP RING
3 - REAR CLUTCH ASSEMBLY
Fig. 139 Measuring Rear Clutch Plate Clearance
1 - REAR CLUTCH ASSEMBLY
2 - FEELER GAUGE
3 - SELECTIVE SNAP RING
Fig. 140 Differential Cover Bolts
1 - DIFFERENTIAL COVER
2 - DIFFERENTIAL COVER BOLT
RS31TH AUTOMATIC TRANSAXLE21-91
CLUTCH - REAR (Continued)
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(14) Remove differential bearing cone (Fig. 149).
(15) Remove bearing retainer bearing cup using
Tool 6062A (Fig. 150) (Fig. 151). Remove shim and oil
baffle.
ASSEMBLY
NOTE: The differential is serviced as an assembly.
Service is limited to bearing cups and cones. Any
other failure must be repaired by differential assem-
bly and transfer shaft replacement.(1) Install shim and bearing cup using Tool 5052
and driver handle C-4171 (Fig. 152). Install bearing
cup into extension housing using Tool 6536 and
driver handle C-4171.
Fig. 149 Remove Differential Bearing Cone
1 - SPECIAL TOOL 5048
2 - RING GEAR
Fig. 150 Position Bearing Cup Remover Tool in
Retainer
1 - SPECIAL TOOL 6062A
2 - DIFFERENTIAL BEARING RETAINER
Fig. 151 Remove Bearing Cup using 6062A
1 - SPECIAL TOOL 6062A
2 - DIFFERENTIAL BEARING RETAINER
Fig. 152 Bearing Retainer Bearing Cup Installation
1 - SPECIAL TOOL C-4171
2 - SPECIAL TOOL 5052
3 - DIFFERENTIAL BEARING RETAINER
21 - 94 31TH AUTOMATIC TRANSAXLERS
FINAL DRIVE (Continued)
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(11) Install adapter plate axle seal using Tool
L-4520 (inverted), and driver handle C-4171.
(12) Check differential turning torque. (Refer to 21
- TRANSMISSION/TRANSAXLE/AUTOMATIC -
31TH/BEARINGS - ADJUSTMENTS)
(13) Apply an 1/8º bead of MopartSilicone Rubber
Adhesive Sealant to the differential cover (Fig. 161).
(14) Install differential cover-to-transaxle case
bolts and torque to 19 N´m (165 in. lbs.) torque (Fig.
162).
(15) Install transfer shaft and related components.ADJUSTMENTS
ADJUSTMENT - DIFFERENTIAL BEARING
NOTE: Transfer shaft MUST be removed from trans-
axle to obtain an accurate differential turning torque
measurement.
Differential turning torque should be measured
and adjusted during any transaxle or differential
teardown/assembly, or if any of the following parts
are replaced:
²Transaxle case
²Differential carrier
²Differential bearing retainer
²Extension housing
²Differential bearing cups and cones
(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. 163).
(3) Rotate the differential at least one full revolu-
tion to ensure the tapered roller bearings are fully
seated.
Fig. 161 Install Differential Cover
1 - GOVERNOR PRESSURE PLUG
2 - DIFFERENTIAL COVER
3 - 1/8 INCH BEAD OF R T V SEALANT
4 - DIFFERENTIAL ASSEMBLY
Fig. 162 Differential Cover Bolts
1 - DIFFERENTIAL COVER
2 - DIFFERENTIAL COVER BOLT
Fig. 163 Tool L-4436 and Torque Wrench
1 - SPECIAL TOOL L-4436±A
2 - TORQUE WRENCH
3 - DIFFERENTIAL BEARING RETAINER
RS31TH AUTOMATIC TRANSAXLE21-97
FINAL DRIVE (Continued)
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ADJUSTMENTS
GEARSHIFT CABLE ADJUSTMENT
Lift and rotate the gearshift hand lever into the
park (P) gate position and remove the ignition key.
This confirms the shift lever is in the gated park (P)
position.
After confirming the park gate position, turn the
ignition switch . If the starter will operate, the park
gate position is correct. Move the shift lever into the
neutral (N) position. If the starter will operate in this
position, the linkage is properly adjusted. If the
starter fails to operate in either position, linkage
adjustment is required.
(1) Park the vehicle on level ground and set the
parking brake.
(2) Place the gearshift lever in park (P) gate posi-
tion and remove key.
(3) Loosen the cable adjustment screw at the
transaxle operating lever (Fig. 181).
(4) Pull the transaxle operating lever fully forward
to the park detent position.
(5) Release the park brake, then rock the vehicle
to assure it is in park lock. Reset the park brake.
(6) Tighten the cable adjustment screw to 8 N´m
(70 in. lbs.). Gearshift cable should now be properly
adjusted.
(7) Verify PRNDL indicator still displays the corre-
sponding gear completely. If not, readjustment of
PRNDL may be required.
(8) Check adjustment by using the preceding pro-
cedure.
GOVERNOR
DESCRIPTION
The governor assembly is fastened to the transaxle
transfer shaft. It consists of a governor body, weight,
valve, and shaft.
OPERATION
The governor meters hydraulic pressure, and this
metered pressure is used to signal the transmission
when it is time for a shift to occur. It does this by
balancing governor pressure on one side of a shift
valve, and throttle pressure on the other. When gov-
ernor pressure increases far enough to overcome the
throttle pressure on the valve, a shift occurs.
With the gearshift selector in a forward driving
range, line pressure flows from the manual valve and
down to the governor valve. When the output shaft
starts to rotate with vehicle motion, the governor
weight assembly will start to move outward due to
centrifugal force. As the weight is moved outward, it
will pull the valve with it until the land of the valve
uncovers the line pressure port. As the port begins to
become uncovered, governor pressure is metered. As
the vehicle's speed continues to increase, the weight
assembly will be at a point at which governor pres-
sure is acting on the left side of the reaction area of
the valve. This produces sufficient force to compress
the spring and allow the outer weight to move out
against the outer governor body retaining ring. At a
very high speed, the governor valve will be opened as
far as possible. In this condition, it is possible for
governor pressure to meet, but not to exceed, line
pressure. Generally governor pressure ranges from
0-100 psi from idle to maximum speed, and rises pro-
portionally with the increase in output shaft speed.
Governor pressure and throttle pressure are acting
upon the shift valves to determine when a shift will
occur. Governor pressure is a direct indication of road
speed, and throttle pressure is an indication of
engine load. When both parameters have been met
by the throttle and governor pressures, an upshift or
downshift will occur.
CLEANING
Thoroughly clean all the governor parts in a suit-
able cleaning solution but do not use any type of
caustic cleaning agents.
The governor weight components and the governor
valve, must slide freely in their bores when clean and
dry. Minor surface scratches and burrs can be
smoothed with crocus cloth.
INSPECTION
The aluminum governor valve and outer weight
have a hard coating on them. Check condition of this
Fig. 181 Gearshift Cable Adjustment
1 - SHIFT CABLE ADJUSTMENT
2 - SHIFT CABLE
21 - 104 31TH AUTOMATIC TRANSAXLERS
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STATOR
The stator assembly (Fig. 232) 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. 233).
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. 234) 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. 232 Stator Components
1 - CAM (OUTER RACE)
2 - ROLLER
3 - SPRING
4 - INNER RACE
Fig. 233 Stator Location
1-STATOR
2 - IMPELLER
3 - FLUID FLOW
4 - TURBINE
Fig. 234 Torque Converter Clutch (TCC)
1 - IMPELLER FRONT COVER
2 - THRUST WASHER ASSEMBLY
3 - IMPELLER
4-STATOR
5 - TURBINE
6 - PISTON
7 - FRICTION DISC
RS31TH AUTOMATIC TRANSAXLE21 - 125
TORQUE CONVERTER (Continued)
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OPERATION
The converter impeller (Fig. 235) (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.
Fig. 235 Torque Converter Fluid Operation
1 - APPLY PRESSURE 3 - RELEASE PRESSURE
2 - THE PISTON MOVES SLIGHTLY FORWARD 4 - THE PISTON MOVES SLIGHTLY REARWARD
21 - 126 31TH AUTOMATIC TRANSAXLERS
TORQUE CONVERTER (Continued)
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