Dodge Durango (DN). Manual — part 77

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 “hindering” 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. 16).
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 “helping”
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.

Fig. 15 Torque Converter Fluid Operation

1 – APPLY PRESSURE
2 – THE PISTON MOVES SLIGHTLY FORWARD

3 – RELEASE PRESSURE
4 – THE PISTON MOVES SLIGHTLY REARWARD

Fig. 16 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

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DESCRIPTION AND OPERATION (Continued)

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.

Converter clutch engagement in third or fourth

gear range is controlled by sensor inputs to the pow-
ertrain control module. Inputs that determine clutch
engagement are: coolant temperature, engine rpm,
vehicle speed, throttle position, and manifold vac-
uum. The torque converter clutch is engaged by the
clutch solenoid on the valve body. The clutch can be
engaged in third and fourth gear ranges depending
on overdrive control switch position. If the overdrive
control switch is in the normal ON position, the
clutch will engage after the shift to fourth gear, and

above approximately 72 km/h (45 mph). If the control
switch is in the OFF position, the clutch will engage
after the shift to third gear, at approximately 56
km/h (35 mph) at light throttle.

OIL PUMP

DESCRIPTION

The oil pump (Fig. 17) is located in the pump hous-

ing inside the bell housing of the transmission case.
The oil pump consists of an inner and outer gear, a
housing, and a cover that also serves as the reaction
shaft support.

OPERATION

As the torque converter rotates, the converter hub

rotates the inner and outer gears. As the gears
rotate,

the

clearance

between

the

gear

teeth

increases in the crescent area, and creates a suction
at the inlet side of the pump. This suction draws

Fig. 17 Oil Pump Assembly

1 – OIL SEAL
2 – VENT BAFFLE
3 – OIL PUMP BODY
4 – GASKET
5 – REACTION SHAFT SUPPORT
6 – SEAL RINGS

7 – BOLTS (6)
8 – #1 THRUST WASHER (SELECTIVE)
9 – INNER GEAR
10 – OUTER GEAR
11 – “O” RING

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DESCRIPTION AND OPERATION (Continued)

fluid through the pump inlet from the oil pan. As the
clearance between the gear teeth in the crescent area
decreases, it forces pressurized fluid into the pump
outlet and to the valve body.

VALVE BODY

DESCRIPTION

The valve body consists of a cast aluminum valve

body, a separator plate, and transfer plate. The valve
body contains valves and check balls that control
fluid delivery to the torque converter clutch, bands,
and frictional clutches. The valve body contains the
following components (Fig. 18), (Fig. 19), (Fig. 20),
and (Fig. 21):

• Regulator valve

• Regulator valve throttle pressure plug

• Line pressure plug and sleeve

• Kickdown valve

• Kickdown limit valve

• 1–2 shift valve

• 1–2 control valve

• 2–3 shift valve

• 2–3 governor plug

• 3–4 shift valve

• 3–4 timing valve

• 3–4 quick fill valve

• 3–4 accumulator

• Throttle valve

• Throttle pressure plug

• Switch valve

• Manual valve

• Converter clutch lock-up valve

• Converter clutch lock-up timing Valve

• Shuttle valve

• Shuttle valve throttle plug

• Boost Valve

• 10 check balls
By adjusting the spring pressure acting on the reg-

ulator valve, transmission line pressure can be
adjusted.

Fig. 18 Upper Housing Control Valve Locations

1 – UPPER HOUSING
2 – REGULATOR VALVE
3 – SWITCH VALVE
4 – REGULATOR VALVE SPRING
5 – KICKDOWN VALVE
6 – KICKDOWN DETENT
7 – THROTTLE VALVE AND SPRING

8 – MANUAL VALVE
9 – 1–2 GOVERNOR PLUG
10 – GOVERNOR PLUG COVER
11 – THROTTLE PLUG
12 – 2–3 GOVERNOR PLUG
13 – SHUTTLE VALVE PRIMARY SPRING

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DESCRIPTION AND OPERATION (Continued)

Fig. 19 Shuttle and Boost Valve Locations

1 – SPRING
2 – RETAINER
3 – BOOST VALVE
4 – BOOST VALVE PLUG
5 – SPRING GUIDES
6 – E-CLIP
7 – SHUTTLE VALVE SECONDARY SPRING

8 – SHUTTLE VALVE COVER
9 – SHUTTLE VALVE
10 – SHUTTLE VALVE PRIMARY SPRING
11 – GOVERNOR PLUG COVER
12 – THROTTLE PLUG
13 – UPPER HOUSING
14 – BOOST VALVE COVER

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DESCRIPTION AND OPERATION (Continued)