Chrysler Sebring, Stratus sedan, Sebring Convertible. Manual — part 626
AUTOSTICK SWITCH
DESCRIPTION
Autostick is a driver–interactive transaxle feature
that offers manual gear shifting capability of an
automatic transaxle.
OPERATION
When the shifter is moved into the Autostick posi-
tion, the transaxle remains in whatever gear it was
using before Autostick was activated. Moving the
shifter to the left (towards the driver) causes a down-
shift and moving to the right (towards the passenger)
causes an upshift. The instrument cluster will illumi-
nate the selected gear. The vehicle can be launched
in 1st, 2nd, or 3rd gear while in the Autostick mode.
The speed control is operable in 3rd and 4th gear
Autostick mode. Speed control will be deactivated if
the transaxle is shifted to 2nd gear. Shifting into OD
position cancels the Autostick mode, and the trans-
axle resumes the OD shift schedule.
AUTOMATIC OVERRIDES
For safety, durability, and driveability, some shifts
are executed automatically or prevented.
AUTOMATIC SHIFTS WILL OCCUR UNDER THE FOLLOWING CONDITIONS
TYPE OF SHIFT
APPROXIMATE SPEED
4-3 coast downshift
13 mph
3-2 coast downshift
9 mph
2-1 coast downshift
5 mph
1-2 upshift
6300 engine rpm
2-3 upshift
6300 engine rpm
4-3 kickdown shift
13-47 mph w/sufficient throttle
MANUAL SHIFTS ARE NOT PERMITTED UNDER THE FOLLOWING CONDITIONS
TYPE OF SHIFT
APPROXIMATE SHIFT POINT
3-4 upshift
Below 15 mph
3-2 downshift
Above 74 mph @ closed throttle or 70 mph otherwise
2-1 downshift
Above 41 mph @ closed throttle or 38 mph otherwise
Fig. 155 2/4 Accumulator Assembly
1 - VALVE BODY
2 - RETAINER PLATE
3 - DETENT SPRING
4 - RETURN SPRINGS
5 - PISTON
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ACCUMULATOR (Continued)
DRIVING CLUTCHES
DESCRIPTION
Three hydraulically applied input clutches are used
to drive planetary components. The underdrive, over-
drive, and reverse clutches are considered input
clutches and are contained within the input clutch
assembly (Fig. 156). The input clutch assembly also
contains:
• Input shaft
• Input hub
• Clutch retainer
• Underdrive piston
• Overdrive/reverse piston
• Overdrive hub
• Underdrive hub
OPERATION
The three input clutches are responsible for driving
different components of the planetary geartrain.
NOTE: Refer to the “Elements In Use” 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
DESCRIPTION
The 4XTE differential is a conventional open
design. It consists of a ring gear and a differential
case. The differential case consists of pinion and side
gears, and a pinion shaft. The differential case is
supported in the transaxle by tapered roller bearings
(Fig. 157).
Fig. 156 Input Clutch Assembly
1 - INPUT SHAFT
2 - UNDERDRIVE CLUTCH
3 - OVERDRIVE CLUTCH
4 - REVERSE CLUTCH
5 - OVERDRIVE SHAFT
6 - UNDERDRIVE SHAFT
Fig. 157 Differential Assembly
1 - DIFFERENTIAL CASE
2 - RING GEAR
3 - TRANSFER SHAFT
4 - PINION GEAR
5 - PINION SHAFT
6 - SIDE GEAR
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OPERATION
The differential assembly is driven by the transfer
shaft by way of the differential ring gear. The ring
gear drives the differential case, and the case drives
the driveshafts through the differential gears. The
differential pinion and side gears are supported in
the case by thrust washers and a pinion shaft. Dif-
ferential pinion and side gears make it possible for
front tires to rotate at different speeds while corner-
ing.
DISASSEMBLY
NOTE: The transfer shaft should be removed for dif-
ferential repair and bearing turning torque check-
ing.
(1) Remove the differential cover and bolts (Fig.
158) (Fig. 159).
(2) Remove the differential bearing retainer and
bolts (Fig. 160) (Fig. 161).
(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.
Fig. 158 Differential Cover Bolts
1 - DIFFERENTIAL COVER BOLTS
2 - DIFFERENTIAL COVER
Fig. 159 Remove Differential Cover
1 - DIFFERENTIAL ASSEMBLY
2 - DIFFERENTIAL COVER
Fig. 160 Differential Retainer Bolts
1 - DIFFERENTIAL RETAINER BOLTS
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FINAL DRIVE (Continued)
(4) Remove differential assembly.
(5) Set up dial indicator set C-3339 and tool
C-4996 as shown in (Fig. 162) (Fig. 163) to measure
side gear end play. Side gear end play must be
within 0.001-0.013 in.
(6) Remove differential side bearing cone from ring
gear side of differential. Install button L-4539-2, and
Collets 5048-2 (Fig. 164).
Fig. 161 Remove Bearing Retainer
1 - DIFFERENTIAL BEARING RETAINER
2 - TOOL L-4435
Fig. 162 Checking Side Gear End Play (Extension
Housing Side)
1 - SPECIAL TOOL C-4996 (NOTE POSITION)
2 - DIAL INDICATOR SET
3 - DIFFERENTIAL ASSEMBLY
4 - SIDE GEAR
Fig. 163 Checking Side Gear End Play (Ring Gear
Side)
1 - SPECIAL TOOL C-4996 (NOTE POSITION)
2 - DIAL INDICATOR SET
3 - DIFFERENTIAL ASSEMBLY
Fig. 164 Button L-4539-2 and Collets 5048-4
1 - COLLETS 5048-4
2 - BUTTON L-4539-2
3 - BEARING CONE
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FINAL DRIVE (Continued)
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