2002 CHRYSLER CARAVAN clock

(6) Remove oil filter (Fig. 18).
(7) Turn manual valve fully clock-wise to get park
rod into position for removal.
(8) Remove valve body-to-case bolts (Fig. 19).
CAUTION: Do not handle the valve body assembly
from the manual valve. Damage can result.(9) Using a screwdriver, push park rod rollers
away from guide bracket (Fig. 20) and remove valve
body assembly (Fig. 21).
NOTE: Depending on engine application, some
accumulators will have two springs and others will
have one spring. The springs are color-coded
according to application and year. When disassem-
bling, mark accumulator spring location to ease
assembly.
Fig. 18 Remove Oil Filter
1 - OIL FILTER
2 - O-RING
Fig. 19 Remove Valve Body Attaching Bolts
1 - VALVE BODY ATTACHING BOLTS (18)
2 - VALVE BODY
Fig. 20 Push Park Rod Rollers from Guide Bracket
1 - PARK SPRAG ROLLERS
2 - SCREWDRIVER
3 - PARK SPRAG GUIDE BRACKET
Fig. 21 Remove Valve Body
1 - VALVE BODY
RS41TE AUTOMATIC TRANSAXLE21 - 173
41TE AUTOMATIC TRANSAXLE (Continued)
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(18) Install output gear stirrup with serrated side
out (Fig. 108).
(19) Install retaining strap.
(20) Install strap bolts but do not tighten at this
time (Fig. 109).(21) Rotate stirrup clockwise against flats of
retaining bolt (Fig. 110).
(22) Torque stirrup strap bolts to 23 N´m (200 in.
lbs.) (Fig. 111).
Fig. 108 Install Stirrup
1 - STIRRUP
2 - OUTPUT GEAR RETAINING BOLT
Fig. 109 Install Strap Bolts
1 - RETAINING STRAP
2 - STIRRUP
3 - RETAINING STRAP BOLTS
Fig. 110 Turn Stirrup Clockwise Against Bolt Flats
1 - RETAINING STRAP
2 - STIRRUP
Fig. 111 Tighten Stirrup Strap Bolts To 23 N´m (200
in.) lbs.)
1 - RETAINING STRAP
2 - STIRRUP
RS41TE AUTOMATIC TRANSAXLE21 - 197
41TE AUTOMATIC TRANSAXLE (Continued)
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NOTE: Depending on engine application, some
accumulators will have two springs, and others will
have one spring. The springs are color-coded for
application and year.
(62) Install underdrive and overdrive accumulators
(Fig. 155) (Fig. 156) (Fig. 157).
(63) Install valve body to transaxle (Fig. 158).
Rotate manual valve shaft fully clockwise to ease
installation. Make sure park rod rollers are posi-
tioned within park guide bracket.
Fig. 155 Accumulator (Underdrive)
1 - ACCUMULATOR PISTON (UNDERDRIVE)
2 - RETURN SPRINGS
3 - SEAL RING
4 - SEAL RING
Fig. 156 Accumulator (Overdrive)
1 - ACCUMULATOR PISTON (OVERDRIVE)
2 - RETURN SPRING
3 - SEAL RING
4 - SEAL RING
Fig. 157 Install Underdrive and Overdrive
Accumulators
1 - RETURN SPRING
2 - UNDERDRIVE CLUTCH ACCUMULATOR
3 - SEAL RING (2)
4 - OVERDRIVE CLUTCH ACCUMULATOR
Fig. 158 Install Valve Body
1 - VALVE BODY
RS41TE AUTOMATIC TRANSAXLE21 - 211
41TE AUTOMATIC TRANSAXLE (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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(7) Remove oil filter (Fig. 343).
(8) Remove the valve body-to-transaxle case bolts
(Fig. 344).
NOTE: To ease removal of the valve body, turn the
manual valve lever fully clockwise to low or first
gear.(9) Remove park rod rollers from guide bracket
and remove valve body from transaxle (Fig. 345) (Fig.
346).
CAUTION: The valve body manual shaft pilot may
distort and bind the manual valve if the valve body
is mishandled or dropped.
Fig. 343 Oil Filter
1 - OIL FILTER
2 - O-RING
Fig. 344 Valve Body Attaching Bolts
1 - VALVE BODY ATTACHING BOLTS (18)
2 - VALVE BODY
Fig. 345 Push Park Rod Rollers from Guide Bracket
1 - PARK SPRAG ROLLERS
2 - SCREWDRIVER
3 - PARK SPRAG GUIDE BRACKET
Fig. 346 Valve Body Removal/Installation
1 - VALVE BODY
RS41TE AUTOMATIC TRANSAXLE21 - 295
VALVE BODY (Continued)
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REMOVAL
NOTE: If valve body is replaced or reconditioned,
the TCM Quick Learn Procedure must be per-
formed. (Refer to 8 - ELECTRICAL/ELECTRONIC
CONTROL MODULES/TRANSMISSION CONTROL
MODULE - STANDARD PROCEDURE)
(1) Disconnect battery negative cable.
(2) Disconnect gearshift cable from manual valve
lever.
(3) Remove manual valve lever from manual shaft.
(4) Raise vehicle on hoist.
(5) Remove oil pan bolts (Fig. 347).
(6) Remove oil pan (Fig. 348).(7) Remove oil filter (Fig. 349).
(8) Remove the valve body-to-transaxle case bolts
(Fig. 350).
NOTE: To ease removal of the valve body, turn the
manual valve lever fully clockwise to low or first
gear.
Fig. 347 Oil Pan Bolts
1 - OIL PAN BOLTS (USE RTV UNDER BOLT HEADS)
Fig. 348 Oil Pan
1 - OIL PAN
2 - 1/8 INCH BEAD OF RTV SEALANT
3 - OIL FILTER
Fig. 349 Oil Filter
1 - OIL FILTER
2 - O-RING
Fig. 350 Valve Body Attaching Bolts
1 - VALVE BODY ATTACHING BOLTS (18)
2 - VALVE BODY
21 - 296 41TE AUTOMATIC TRANSAXLERS
VALVE BODY (Continued)
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(9) Using Tool 6638A, disconnect clutch hydraulic
circuit quick connect (located on slave cylinder tube).
Remove clutch slave cylinder by depressing towards
case and rotating counter-clockwise 60É, while lifting
anti-rotation tab out of case slot with screwdriver
(Fig. 12).
(10) Remove engine left mount bracket.
(11) Remove starter motor (Fig. 13).
(12) Disconnect back-up lamp switch connector.
(13) Remove structural collar.
(14) Remove modular clutch assembly-to-drive
plate bolts.
(15) Position screw jack and wood block to engine
oil pan.
(16) Remove transmission upper mount through-
bolt from left frame rail.
(17) Lower engine/transaxle assembly on screw
jack.
Fig. 11 Transaxle Right Mount and Bracket
1 - MOUNT BRACKET
2 - BOLT (3)
3 - MOUNT
4 - BOLT (1)
Fig. 12 Slave Cylinder Removal/Installation
1 - MOUNTING HOLE
2 - SLAVE CYLINDER
3 - ACCESS HOLE
4 - NYLON ANTI-ROTATION TAB
5 - QUICK CONNECT
Fig. 13 Starter Motor Removal/Installation
1 - STARTER MOTOR
2 - BOLT (3)
RST850 MANUAL TRANSAXLE21 - 319
T850 MANUAL TRANSAXLE (Continued)
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