2002 CHRYSLER VOYAGER clutch

(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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FLUID
STANDARD PROCEDURE
STANDARD PROCEDURE - FLUID LEVEL AND
CONDITION CHECK
NOTE: The transmission and differential sump have
a common oil sump with a communicating opening
between the two.
FLUID LEVEL CHECK
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 fluid level indicator (Fig. 165).
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 thetransaxle dipstick where it may be mistaken for a
leak.
FLUID CONDITION
Along with fluid level, it is important to check the
condition of the fluid. MopartATF+4 (Automatic
Transmission Fluid-Type 9602) when new is red in
color. The ATF is dyed red so it can be identified from
other fluids used in the vehicle such as engine oil or
antifreeze. The red color is not permanent and is not
an indicator of fluid condition. As the vehicle is
driven, the ATF will begin to look darker in color and
may eventually become brown.This is normal.
ATF+4 also has a unique odor that may change with
age. Consequently,odor and color cannot be used
to indicate the fluid condition, or the need for a
fluid change.
After the fluid has been checked, seat the dipstick
fully to seal out water and dirt.
STANDARD PROCEDURE - FLUID AND FILTER
CHANGE
NOTE: For the recommended maintenance (fluid/fil-
ter change) intervals for this transaxle, (Refer to
LUBRICATION & MAINTENANCE/MAINTENANCE
SCHEDULES - DESCRIPTION)
NOTE: Only fluids of the type labeled MoparTATF+4
(Automatic Transmission Fluid) Type 9602 should
be used. A filter change should be made at the time
of the transmission oil change. The magnet (on the
inside of the oil pan) should also be cleaned with a
clean, dry cloth.
NOTE: If the transaxle is disassembled for any rea-
son, the fluid and filter should be changed.
FLUID/FILTER SERVICE (RECOMMENDED)
(1) Raise vehicle on a hoist. Place a drain con-
tainer with a large opening, under transaxle oil pan.
(2) Loosen pan bolts and tap the pan at one corner
to break it loose allowing fluid to drain, then remove
the oil pan.
(3) Remove oil filter-to-valve body screws (Fig.
166).
(4) Remove oil filter and gasket (Fig. 167).
(5) Install a new filter and gasket (Fig. 167).
(6) Clean the oil pan and magnet. Reinstall pan
using new MopartSilicone Rubber Adhesive Sealant.
Torque oil pan bolts to 19 N´m (165 in. lbs.).
(7) Pour four quarts of MopartATF+4 (Automatic
Transmission Fluid-Type 9602) through the dipstick
opening.
Fig. 165 Fluid Level Indicator Markings
1 - TRANSAXLE DIPSTICK
RS31TH AUTOMATIC TRANSAXLE21-99
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SERVO - KICKDOWN
DESCRIPTION
The kickdown servo (Fig. 196) consists of a two-
land piston with an inner piston, a piston rod and
guide, and a return spring. The dual-land piston uses
seal rings on its outer diameters and an O-ring for
the inner piston.
OPERATION
The application of the piston is accomplished by
applying pressure between the two lands of the pis-
ton. The pressure acts against the larger lower land
to push the piston downward, allowing the piston rod
to extend though its guide against the apply lever.
Release of the servo at the 2-3 upshift is accom-
plished by a combination of spring and line pressure,
acting on the bottom of the larger land of the piston.
The small piston is used to cushion the application of
the band by bleeding oil through a small orifice in
the larger piston. The release timing of the kickdown
servo is very important to obtain a smooth but firm
shift. The release has to be very quick, just as the
front clutch application is taking place. Otherwise,
engine runaway or a shift hesitation will occur. To
accomplish this, the band retains its holding capacity
until the front clutch is applied, giving a small
amount of overlap between them.
DISASSEMBLY
(1) Remove kickdown servo snap ring (Fig. 197).
(2) Remove kickdown servo rod guide and snap
ring (Fig. 198).
Fig. 196 Front Servo
1 - VENT
2 -PISTON ROD
3 - PISTON
4 - SPRING
5 - RELEASE PRESSURE
6 - APPLY PRESSURE
Fig. 197 Kickdown Servo Snap Ring
1 - SNAP RING
2 - SNAP RING PLIERS
3 - ACCUMULATOR PLATE
4 - KICKDOWN LEVER
5 - KICKDOWN PISTON ROD GUIDE
Fig. 198 Kickdown Servo Rod Guide and Snap Ring
1 - SNAP RING
2 - ACCUMULATOR PLATE
3 - RETURN SPRING
4 - O-RING
5 - PISTON ROD GUIDE
RS31TH AUTOMATIC TRANSAXLE21 - 111
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(5) Install instrument panel lower silencer (Fig.
221).
(6) Connect battery negative cable.
(7) Verify proper shift interlock system operation.
(Refer to 21 - TRANSMISSION/TRANSAXLE/AUTO-
MATIC - 31TH/SHIFT INTERLOCK SOLENOID -
OPERATION)
SOLENOID - TCC
DESCRIPTION
The torque converter clutch (TCC) solenoid is fas-
tened to the transaxle valve body, and its connector
protrudes through the transaxle case (Fig. 222).
OPERATION
The torque converter clutch solenoid is responsible
for controlling application of the torque converter
clutch. It is controlled by the Powertrain Control
Module (PCM), which determines when conditions
are acceptable for torque converter lock-up.
REMOVAL
(1) Remove valve body from transaxle. (Refer to 21
- TRANSMISSION/TRANSAXLE/AUTOMATIC -
31TH/VALVE BODY - REMOVAL)
(2) Remove three (3) torque converter clutch sole-
noid-to-valve body screws (Fig. 223).
(3) Remove torque converter clutch solenoid (Fig.
223). Note orientation of plug and spring.
Fig. 221 Instrument Panel Lower Silencer
1 - INSTRUMENT PANEL LOWER SILENCER
Fig. 222 Torque Converter Clutch Solenoid
1 - TCC SOLENOID WIRING CONNECTOR
RS31TH AUTOMATIC TRANSAXLE21 - 119
SHIFT INTERLOCK SOLENOID (Continued)
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INSTALLATION
(1) Install plug and spring as shown in (Fig. 223).
(2) Install torque converter clutch solenoid to valve
body (Fig. 223) and torque screws to 5 N´m (45 in.
lbs.).
(3) Install valve body to transaxle. (Refer to 21 -
TRANSMISSION/TRANSAXLE/AUTOMATIC -
31TH/VALVE BODY - INSTALLATION)
THROTTLE VALVE CABLE
REMOVAL
(1) Disconnect battery negative cable.
(2) Disconnect cable core from throttle lever pin
(Fig. 224).
(3) Disconnect cable retainer from throttle body
bracket (Fig. 224).
Fig. 223 Torque Converter Clutch Solenoid and Regulator/Control Valves
1 - CONVERTER PRESSURE CONTROL VALVE 3 - SCREW (3) 5 - REGULATOR VALVE THROTTLE PRESSURE
PLUG
2 - END COVER 4 - REGULATOR VALVE THROTTLE PRESSURE
PLUG SPRING 6 - SWITCH VALVE
Fig. 224 Throttle Valve Cable at Throttle Body
1 - THROTTLE VALVE CABLE CLIP
2 - THROTTLE BODY LEVER
3 - CABLE RETAINER
21 - 120 31TH AUTOMATIC TRANSAXLERS
SOLENOID - TCC (Continued)
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ADJUSTMENTS
THROTTLE VALVE LINKAGE ADJUSTMENT
The throttle valve linkage adjustment is very
important to proper transaxle operation. This adjust-
ment positions a valve which controls shift speed,
shift quality, and part throttle downshift sensitivity.
If the setting is too short, early shifts and slippage
between shifts may occur. If the setting is too long,
shifts may be delayed and part throttle downshifts
may be very sensitive.
LINKAGE ADJUSTMENT PROCEDURE
(1) Perform transaxle throttle valve linkage
adjustment while engine is at normal operating tem-
perature.
(2) Using small screwdriver, disengage adjustment
lock at transaxle.
(3) Rotate lever at transaxle all the way to the left
side of vehicle against stop.
(4) Slide cable adjuster until cable core end
touches clip at throttle valve lever.
(5) Press adjuster lock (Fig. 228) to retain setting.
TORQUE CONVERTER
DESCRIPTION
The torque converter (Fig. 229) is a hydraulic
device that couples the engine crankshaft to the
transmission. The torque converter consists of an
outer shell with an internal turbine, a stator, an
overrunning clutch, an impeller and an electronically
applied converter clutch. The converter clutch pro-
vides reduced engine speed and greater fuel economy
when engaged. Clutch engagement also provides
reduced transmission fluid temperatures. The con-
verter clutch engages in third gear. The torque con-
verter hub drives the transmission oil (fluid) pump.
The torque converter is a sealed, welded unit that
is not repairable and is serviced as an assembly.
CAUTION: The torque converter must be replaced if
a transmission failure resulted in large amounts of
metal or fiber contamination in the fluid. If the fluid
is contaminated, flush the fluid cooler and lines.
Fig. 228 Throttle Valve Cable Adjustment Lock
1 - ADJUSTER LOCK
Fig. 229 Torque Converter Assembly
1 - TURBINE
2 - IMPELLER
3 - HUB
4-STATOR
5 - CONVERTER CLUTCH DISC
6 - DRIVE PLATE
21 - 122 31TH AUTOMATIC TRANSAXLERS
THROTTLE VALVE CABLE (Continued)
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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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STATOR
Torque multiplication is achieved by locking the
stator's over-running clutch to its shaft (Fig. 236).
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 stator
from 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 converternecessary for acceleration. Inputs that determine
clutch engagement are: coolant temperature, vehicle
speed and throttle position. The torque converter
clutch is engaged by the clutch solenoid on the valve
body. The clutch will engage at approximately 56
km/h (35 mph) with light throttle, after the shift to
third gear.
REMOVAL
(1) Remove transmission and torque converter
from vehicle. (Refer to 21 - TRANSMISSION/TRANS-
AXLE/AUTOMATIC - 31TH - REMOVAL)
(2) Place a suitable drain pan under the converter
housing end of the transmission.
CAUTION: Verify that transmission is secure on the
lifting device or work surface, the center of gravity
of the transmission will shift when the torque con-
verter is removed creating an unstable condition.
The torque converter is a heavy unit. Use caution
when separating the torque converter from the
transmission.
(3) Pull the torque converter forward until the cen-
ter hub clears the oil pump seal.
(4) Separate the torque converter from the trans-
mission.
INSTALLATION
Check converter hub and drive notches for sharp
edges, burrs, scratches, or nicks. Polish the hub and
notches with 320/400 grit paper or crocus cloth if nec-
essary. The hub must be smooth to avoid damaging
the pump seal at installation.
(1) Lubricate converter hub and oil pump seal lip
with transmission fluid.
(2) Place torque converter in position on transmis-
sion.
CAUTION: Do not damage oil pump seal or bushing
while inserting torque converter into the front of the
transmission.
(3) Align torque converter to oil pump seal open-
ing.
(4) Insert torque converter hub into oil pump.
(5) While pushing torque converter inward, rotate
converter until converter is fully seated in the oil
pump gears.
(6) Check converter seating with a scale and
straightedge (Fig. 237). Surface of converter lugs
should be 1/2 in. to rear of straightedge when con-
verter is fully seated.
(7) If necessary, temporarily secure converter with
C-clamp attached to the converter housing.
Fig. 236 Stator Operation
1 - DIRECTION STATOR WILL FREE WHEEL DUE TO OIL
PUSHING ON BACKSIDE OF VANES
2 - FRONT OF ENGINE
3 - INCREASED ANGLE AS OIL STRIKES VANES
4 - DIRECTION STATOR IS LOCKED UP DUE TO OIL PUSHING
AGAINST STATOR VANES
RS31TH AUTOMATIC TRANSAXLE21 - 127
TORQUE CONVERTER (Continued)
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