Chrysler Le Baron, Dodge Dynasty, Plymouth Acclaim. Manual — part 108

DIAGNOSIS GUIDE—VEHICLE WILL NOT MOVE

DIAGNOSIS GUIDE—FLUID LEAKS

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TRANSAXLE

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DIAGNOSTIC

CHAR

T

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TRANSAXLE

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FLUID LEVEL AND CONDITION

The transmission and differential sump have a

common oil sump with a communicating opening
between the two.

Before removing the dipstick, wipe all dirt off of the

protective disc and the dipstick handle.

The torque converter will fill in both the P Park or N

Neutral positions. Place the selector lever in P Park to
check fluid level.

Inspect fluid level on dipstick every six months.

Allow the engine to idle for at least one minute
with vehicle on level ground. This will assure
complete oil level stabilization between differen-
tial and transmission. A properly filled transaxle
will read near the add mark when fluid temperature is
21 degrees Celsius (70 degrees Fahrenheit). When the
transaxle reaches operating temperature the fluid
should be in the HOT region.

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 overheating,

fluid oxidation, and varnishing, which can interfere
with normal valve, clutch, and servo operation. Foam-
ing can also result in fluid escaping from the transaxle
vent (dipstick handle) where it may be mistaken for a
leak.

Along with fluid level, it is important to check the

condition of the fluid. When the fluid smells burned,
and is contaminated with metal or friction material
particles, a complete transaxle overhaul is needed. Be
sure to examine the fluid on the dipstick closely. If
there is any doubt about its condition, drain out a
sample for a double check.

After the fluid has been checked, seat the dipstick

fully to seal out water and dirt.

SELECTION OF LUBRICANT

It is important that the proper lubricant be used in

these transmissions. MOPAR

t ATF PLUS (Automatic

Transmission Fluid-Type 7176) should be used to aid in
assuring optimum transmission performance. Fluids of
the type labeled DEXRON II Automatic Transmission
Fluid should be used only if the recommended fluid is
not available. It is important that the transmission
fluid be maintained at the prescribed level using the
recommended fluids.

SPECIAL ADDITIVES

Chrysler Corporation does not recommend the addi-

tion of any fluids to the transmission, other than the
automatic transmission fluid listed above. An ex-

ception to this policy is the use of special dyes to aid in
detecting fluid leaks. The use of transmission sealers
should be avoided, since they may adversely affect
seals.

FLUID AND FILTER CHANGE

When the factory fill fluid is changed, only

fluids of the type labeled MOPAR

t ATF PLUS

(Automatic Transmission fluid) Type 7176 should
be used. A band adjustment and filter change
should be made at the time of the oil change. The
magnet (on the inside of the oil pan) should also
be cleaned with a clean, dry cloth.

If the transaxle is disassembled for any reason,

the fluid and filter should be changed, and the
band(s) adjusted.

FLUID DRAIN AND REFILL

(1) Raise vehicle on a hoist (See Lubrication, Group

0). Place a drain container 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) Install a new filter and gasket on bottom of the

valve body and tighten retaining screws to 5 N

Im (40

in. lbs.).

(4) Clean the oil pan and magnet. Reinstall pan

using new MOPAR

t Adhesive sealant. Tighten oil pan

bolts to 19 N

Im (165 in. lbs.).

(5) Pour four quarts of MOPAR

t ATF PLUS (Auto-

matic Transmission Fluid) Type 7176 through the
dipstick opening.

(6) Start engine and allow to idle for at least one

minute. Then, with parking and service brakes ap-
plied, move selector lever momentarily to each posi-
tion, ending in the park or neutral position.

(7) Add sufficient fluid to bring level to 1/8 inch

below the ADD mark.

Recheck fluid level after transaxle is at normal

operating temperature. The level should be in the HOT
region (Fig. 1).

To prevent dirt from entering transaxle, make cer-

tain that dipstick is full seated into the dipstick open-
ing.

TORQUE CONVERTER CLUTCH SOLENOID WIRING
CONNECTOR

If wiring connector is unplugged, the torque con-

verter clutch will not operate (Fig. 2).

ROAD TEST

Prior to performing a road test, be certain that the

fluid level and condition, and control cable adjustments
have been checked and approved.

During the road test, the transaxle should be oper-

ated in each position to check for slipping and any
variation in shifting.

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TRANSAXLE

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If vehicle operates properly at highway speeds, but

has poor acceleration, the torque converter stator
overrunning clutch may be slipping. If through-gear
acceleration is normal, but high throttle opening is
required to maintain highway speeds, the torque con-
verter stator clutch may have seized. Both of these
stator defects require replacement of the torque con-
verter.

Observe closely for slipping or engine speed flare-

up. Slipping or flare-up in any gear usually indicates
clutch, band, or overrunning clutch problems. If the
condition is far advanced, an overhaul will probably
be necessary to restore normal operation.

The clutch or band that is slipping can be deter-

mined by noting the transaxle operation in all selec-
tor positions. Then comparing which internal units
are applied in those positions. The Elements in Use
Chart provides a basis for road test analysis.

The rear clutch is applied in both the D first gear

and 1 first gear positions. Also the overrunning
clutch is applied in D first gear and the low/reverse
band is applied in 1 first gear position. If the tran-
saxle slips in D range first gear, but does not slip in
1 first gear, the overrunning clutch is slipping. Sim-
ilarly, if the transaxle slips in any two forward
gears, the rear clutch is slipping.

Using the same procedure, the rear clutch and

front clutch are applied in D third gear. If the tran-
saxle slips in third gear, either the front clutch or
the rear clutch is slipping. By selecting another gear
which does not use one of those units, the unit which
is slipping can be determined. If the transaxle also
slips in reverse, the front clutch is slipping. If the
transaxle does not slip in reverse, the rear clutch is
slipping.

The process of elimination can be used to detect

any unit which slips and to confirm proper operation
of good units. Road test analysis can usually diag-
nose slipping units, but the actual cause of the mal-
function usually cannot be decided. Practically any
condition can be caused by leaking hydraulic circuits
or sticking valves.

ELEMENTS IN USE AT EACH POSITION OF THE SELECTOR LEVER

Fig. 1 Dipstick and Transaxle Vent

Fig. 2 Torque Converter Clutch Solenoid Wiring

Connector

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TRANSAXLE

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