FOREWORD

The purpose of this book is to familiarize service

personnel with the theory of operation to aid in diagno-
sis of the A-604 ULTRADRIVE Automatic Transaxle.
This book is aimed at the experienced automatic
transmission technician and, for that reason, will not
explain basic theories or fundamentals of clutches,
planetary gears, or hydraulics.

It is very important that the service technician have a

good understanding of how the A-604 ULTRADRIVE
transaxle works, to better serve our customers and to
insure the technician's efforts go towards fixing it right
the first time.

Use the POWERTRAIN DIAGNOSTIC PROCEDURES,

A-604 Ultradrive Automatic Transaxle manual to prop-
erly diagnose A-604 problems.

J
 TABLE OF CONTENTS

INTRODUCTION . . . . . . . . . 1

OPERATING THE TRANSAXLE . 2

General Information 2
Neutral and Park . 2
Overdrive "OD" . 2
Drive "D" . . 3
Low "L" . . . 4
Reverse "R" 4

COMPONENT IDENTIFICATION . 5
Transaxle Controller . 6
Relays 0 0 o 0 0 0 I I o 6
Solenoid Assembly . . . 7
Case 0 I I 0 I 0 I I I I 8
Valve Body Assembly . 8
Torque Converter . . . . 9
Oil Pump . . . . . . . . 9
Input Clutch Assembly . 10
2-4 and Low/Reverse Clutch Assemblies . 12
Planetary Geartrain . 13
) Transfer Gears . . . . 16
Final Drive Geartrain . 17

TRANSAXLE FUNCTION OF OPERATION . 18

Transaxle Controller and Sensors . . . . . 18
Information Input to Transaxle Controller . 19
Solenoid Assembly and Valve Body . 25
Torque Converter . . 44
\ Clutches 0

Planetary Geartrain
0 I I o I 45
50
\ Transfer Gears . . . 55
Final Drive Gears & Differential . 56

ULTRADRIVE AUTOMATIC TRANSAXLE . 57

Maintenance and Adjustments Index . 69
Service In Vehicle Index . . . 70
Service Out of Vehicle Index . . 71

METRIC CONVERSION CHART . 115

TRANSAXLE SPECIFICATIONS . 116

TRANSAXLE-TIGHTENING REFERENCE . 117

WIRING DIAGRAM . . . . . . . . . . . . . . 118

 INTRODUCTION

Chrysler's new Ultradrive, electronic four-speed automatic transaxle repre-

sents a WORLD-WIDE INDUSTRY FIRST; it will be the first use of
fully-adaptive electronic transaxle controls. Adaptive controls, as re-
ferred to here, perform their functions based on continuous feedback sensor
information, just as it is done by electronic antilock brake controls.

The concept of the A-604 electronic four-speed automatic transaxle is

unique in a number of ways. First, adaptive electronic controls are used to
eliminate the need for some clutches which are normally required to provide
acceptable shift quality. The controls permit the selection of a unique clutch
and gear arrangement which, relative to our three-speed unit, requires no
additional gearing, eliminates the overrunning clutch and adds only one
friction element. The compactness of this arrangement allows the new
four-speed transaxle to fit into the same vehicles that our three-speed unit
fits. The torque capacity has been increased with the use of larger gearing
throughout; yet it weights only about 16 pounds more and is only 1/2 inch
longer. The lockup torque converter is basically the same that is presently
used on other front-drive units.

The clutch and gear arrangement has other advantages as well; by

eliminating the overrunning clutch, the gear set pinions are not forced to
) spin at high speed when the vehicle is towed; this reduces the need for
lubrication and improves rearward towing. Also, the arrangement allows for
the use of relatively small diameter components (no radially-stacked
clutches); this minimizes component drag torques, and thereby provides
better fuel economy.

The electronic adaptive controls provide a number of additional features;

they make kickdown shifts with a smoothness that is unmatched by any
previous unit, and in doing so, make any powertrain feel more responsive
\ without increasing harshness. Being adaptive, these controls inherently
compensate for changes in engine or friction element torque and provide
good, consistent shift quality for the life of the transmission. The controls
also provide comprehensive, on-board diagnostics and offers default
operation in any forward gear that will shift the transaxle into second gear.
This will allow the vehicle operator to drive the vehicle in for service.

1
 OPERATING THE TRANSAXLE
GENERAL INFORMATION
The purpose of this section "OPERATING THE
TRANSAXLE" is to inform the reader of how the
transaxle should operate under normal driving
conditions. Malfunctions in the transaxle will not
be discussed in this section. The verification of
any malfunctions will be left to the driver during
road testing procedures. It is from the knowledge
of normal operation that an abnormal condition
can be detected and corrected.
NEUTRAL and PARK
The engine can be started only in the Neutral or
Park shift quadrant positions. When the gear
selector lever is in either of these two positions,
there will be no power flow through the clutches
or gear train of the transaxle . The low/reverse
clutch is applied to anticipate shifting the transaxle
into gear, for smooth engagement.
When in the Neutral quadrant position, the vehicle
can roll down an incline. The rear carrier assem-
bly, which has park locking lugs, is free to turn.
On the other hand, when the gear selector lever
is placed in the Park position, a park rod assembly
operated through cable and manual lever, will
engage the park pawl into lugs on the rear carrier
2
assembly. When the pawl is engaged with the
park gear (lugs) of the carrier it will, in effect, lock
the output shaft to the transaxle case.
NOTE: Before road testing the engine should
be thoroughly warmed-up.
OVERDRIVE "OD"
When the vehicle is stationary and gear selector
lever is placed in the "00" quadrant position, with
engine running the transaxle automatically shifts
to 1st gear. This speed range is referred to as drive
launch or low. The driver accelerates and when
the vehicle has reached a predetermined point
(engine load and vehicle speed), the transaxle
will automatically shift into 2nd gear. The driver
should be concerned with the "feel" of the shift,
or the shift quality. Was the shift smooth? Was
there any delay in the shift? Was the shift point
correct?
Now, the transaxle is in 2nd gear stage of opera-
tion and the vehicle is building up speed as
acceleration continues. The vehicle then reaches
a point at which engine load and speed conditions
are just right for another shift. At this time the
transaxle will make another shift, from 2nd to 3rd .)
(direct) gear. Again, the same questions should
be asked by the driver as to the quality of the shift.
 OPERATING THE TRANSAXLE
With the transaxle in 3rd gear stage of operation
the vehicle will continue to build up speed as
acceleration continues . The vehicle will again
reach a point where engine load and speed condi-
tions are just right for another shift. Now the
transaxle will shift from 3rd to 4th (overdrive) gear.
Again the same questions of shift quality should
be asked by the driver.

After the transaxle is in 4th gear the torque

converter will lock up when load and speed condi-
tions are right. The torque converter clutch en-
gagement is normally very smooth and may even
be undetectable by the driver.

While the vehicle is in "OD" and cruising in 4th

gear, at any speed above 79 mph, the driver
cannot downshift the transaxle by depression of
the accelerator pedal. At speeds from about 60
to 79 mph, depending on the final drive ratio, the
transaxle will make the 4-3 downshift with wide-
open throttle. At lower speeds ranging from 23 to
60 mph, the transaxle will make a 4-2 downshift
at wide-open throttle.
The transaxle will 'make 4-3 downshift with only a
part-throttle condition at vehicle speeds from 40
to 79 mph. Again if the vehicle is traveling at lower
speeds, from 23 to 40 mph, it will make a 4-2
part-throttle downshift.
The driver may "use" the transaxle to help bring
the vehicle to a stop. To accomplish this, they
could select one of the other two gear selections
from the shift quadrant. If the driver chooses the
"D" position the transaxle will immediately down-
shift to 3rd, then 2nd gear when the vehicle is
below approximately 38 mph.
If the driver should move gear selector from "OD"
to the Low "L" position the transaxle would immedi-
ately downshift to 3rd gear, then again to 2nd
gear at about 68 mph, and finally to 1st gear at
about 35 mph.
When in OD, and the driver brings the vehicle to
a stop, the transaxle will make only two automatic
downshifts. These are called coast downshifts and
may be hard to detect even when the driver is
looking for them . The 4-3 shift occurs at 23 mph
and the 3-1 shift at 5 mph.
3
DRIVE "D"
With gear selector in the "D" position on shift
quadrant, and vehicle stationary, the transaxle is
automatically in 1st gear, as it was in the previous
"OD" selection. Under normal road testing opera-
tion in "D" position the transaxle will make the 1-2
shift at the same point as in "OD". Again, as the
driver continues to accelerate, increasing vehicle
speed, the transaxle will shift to 3rd gear when
load and speed conditions are right, but not below
45 mph. The transaxle will not make a 3-4 shift in
this position.
By depressing the accelerator pedal to wide-open
throttle, the transaxle can be downshifted to 2nd
gear if vehicle speed is between approximately
45 mph and 60 mph. The transaxle will make a
2-1 wide open throttle downshift if vehicle speed
is below approximately 27 mph.
Because the gear ratio for 3rd gear is higher than
4th gear, more engine power and engine braking
are available. This range should be selected for
climbing and descending moderately steep grades.
To help keep transaxle temperature within operat-
ing range during steep grade conditions the torque
converter will lock-up in 3rd gear.
 OPERATING THE TRANSAXLE
38 mph, and 2-3 upshift occurs at 70 mph. The
torque converter will lock-up in 3rd gear in either
"D" or "L" position.

Another difference is downshift points which occur

at higher vehicle speeds. The 3-2 will occur at 68
mph and 2-1 will occur at 35 mph. This is done to
always provide the highest gear ratio for maximum
engine braking when descending steep grades.

LOW "L"
With gear selector in the "L" position on the shift
quadrant, vehicle stationary, the transaxle is
)
automatically in first gear, identical to what it was
in "OD" and "D" selections. Unlike Chrysler's
previous transaxles, this transaxle will upshift to
2nd gear and even to 3rd gear. The determining
factor here is engine speed. The transaxle will
upshift at certain engine speeds to protect the
engine from being damaged from overspeed. REVERSE "R"
The only difference between the transaxle's op- When shifting the transaxle to Reyerse it is advis-
eration in "D" and "L", then, is the point at which able to have the vehicle at a complete stop. The
the shifts occur. The upshifts that occur in "L" are shift into reverse should be smooth and without
more delayed. For example, 1-2 upshift occurs at delay.

NOTES

4
I COMPONENT IDENTIFICATION
This section of the book is aimed at familiarizing Transaxle controller I sensors
you with the main components of the transaxle. Relays (2)
This will be done by showing a picture or drawing Solenoid and pressure switch assembly
of the component, where it's located, and a brief Case
description of what the component does. Valve body
Torque converter
The component descriptions will be in the follow- Oil pump
ing order: Input clutch assembly
2-4 and low/reverse clutch assemblies
Planetary gear train
Transfer and final drive gears

DIFFERENTIAL UNDERDRIVE CLUTCH REVERSE CLUTCH 2-4 CLUTCH

ASSEMBLY

INPUT SHA SOLENOID 8921-15

ASSEMBLY

NOTES

5
 COMPONENT IDENTIFICATION
TRANSAXLE CONTROLLER connection is through a 60-way sealed connector.
The unit is located underhood on the dash panel
of the S-body, and on the inner fender shield of
the A and C bodies.

RELAYS

S-BODV

REVERSE
LAMP
TRANSAXLE CONTROLLER - The controller is RELAY
the brains of the transaxle. It receives information THE SOLENOID SHUTDOWN RELAY AND THE REVERSE
from several inputs to make decisions on just how LAMP RELAY ARE LOCATED NEXT TO ONE ANOTHER.
the transaxle should be controlled . The informa- C ANDA BODY
tion the controller uses comes from :

PRNDL switch
Neutral safety switch
Turbine speed sensor
Output speed sensor
Pressure switches (three, located in solenoid assy.)
Throttle position sensor
Coolant temperature sensor
Engine speed
Battery temperature
Brake switch

The controller use~ these inputs to determine

when to lock up the torque converter, and when
to upshift or downshift. It also uses them for
continuous feed-back data for controlling shift
quality. In a nutshell, all that the controller controls
are the four solenoids in the solenoid assembly.

The controller is a single-board unit that is potted

in a die-cast aluminum housing. The electrical

6
 COMPONENT IDENTIFICATION
RELAYS - Two externally mounted relays are
used in the operation of the A-604 transaxle. Both
of the relays are identical and are interchange-
able. One relay is used in operation of the rear
back-up lights. The second relay is used to supply
power into the transaxle controller for operation
of the solenoid assembly. It is called the Solenoid
Shutdown Relay.
The relays will be mounted to the transaxle con-
troller on A and C bodies, and on the right inner
fender shield of S bodies.
SOLENOID ASSEMBLY
SOLENOID ASSEMBLY- The solenoids are com-
pletely controlled by the transaxle controller through
the shutdown relay. The assembly consists of four
solenoids that control hydraulic pressure to four
of the transaxle's five clutches, and the lockup
clutch in the torque converter. The solenoid as-
sembly is mounted outside, on the front of the
transaxle case. The electrical connection is an
8-way sealed connector on top of the solenoid
assembly and is secured using a bolt.
The solenoid has three pressure switches built
into it that feed information to the transaxle control-
ler. The solenoid assembly must be replaced as
an assembly if any of the solenoids or pressure
switches fail.

GASKETS (2)

~
)

"
,
I

I
SOLENOID
ASSEMBLY

SOLENOID ASSEMBLY

NOTES
' STEEL
PLATE

.J
7
 COMPONENT IDENTIFICATION
CASE

STRENGTHENING RIBS

SOLENOID
SOUND
SHIELD

CASE- The case is a one-piece aluminum casting VALVE BODY ASSEMBLY

and is approximately 3/4 inch longer than cases
used with Chryslers A-404 family of transaxles.
Although there are many differences, the case is
quite similar in appearance to the A-404, the most
noticeable difference being the strengthening ribs
on the outside of the differential portion of the
case. The transaxle utilizes a common oil sump.
+-SEAL
VALVE BODY- The A-604 has a relatively simple,
die cast aluminum valve body that uses only five PARKING SPRAG ROD ~SELECTOR SHAFT

ACCUMULAT~
valves. Unlike other transaxles, there is no gover-
nor pressure or throttle pressure used to operate
this valve body. These two pressure signals are
now replaced by electronic signals sent to the
transaxle controller by the throttle position sensor
and output speed sensor. All shift valves have
also been eliminated and replaced by the sole-
noids in the solenoid assembly .
.
The primary responsibility of the valve body is to
control line pressure and .torque converter pres-
sure, and to direct pressurized transmission fluid
to the clutches, torque converter, and solenoids
via the manual valve and switch valves.
8
 COMPONENTIDENTIRCATION
TORQUE CONVERTER TORQUE CONVERTER - The torque converter
is not much different, in design or function, from
what Chrysler has been using in their previous
PISTON TURBINE domestic transaxles. It is a lockup torque con-
verter and it is controlled electronically through the
solenoid assembly, and hydraulically applied. The
IMPELLER torque converter is used to transmit power from
the engine to the input shaft.

OIL PUMP - The oil pump is located in the pump

housing inside the bell housing of the transaxle
case and is not really different from most other oil
pumps used in transaxles. It is a gear type that is
driven by the engine via the torque converter
impeller hub, and has a reaction shaft to hold the
inner race of the stator overrunning clutch, in the
torque converter. The pump draws oil from the
transaxle oil sump, pressurizes it and then directs
it to the valve body. The pressurized oil is used
to operate clutches, torque converter, and lubrica-
tion system.

) OIL PUMP

REACTION SHAFT
SUPPORT

S AL RINGS (3)

9
 COMPONENT IDENTIFICATION
INPUT CLUTCH ASSEMBL V
INPUT HUB _ __...,
INPUT CLUTCH ASSEMBLY
INPUT CLUTCH RETAINER ASSEMBLY - The
input clutch retainer assembly is located directly
behind the oil pump housing, and rides on a long
journal on back of the reaction shaft support of the
oil pump housing. The assembly consists of an
input shaft that is splined to the input hub, which
is splined to the retainer that holds the three input
clutches. When the torque converter turbine (which
is splined to the input shaft) turns, the input shaft,
hub, and clutch retainer will also turn.
Inside and to the front of the clutch retainer is the
underdrive piston, piston return spring, and spring
retainer. These parts control the underdrive clutch
that is splined to the underdrive shaft assembly,
that is splined to a component in the planetary
geartrain.
Behind the front of the input hub and forward of
the clutch retainer is the overdrive/reverse (00/
Rev) piston. This piston is unique in design
because;
10
i
UNDERDRIVE
HUB
1) it operates two clutches.
2) it goes over the outside of the clutch
retainer that retains the two clutches it
will operate.
The two clutches the 00/Rev piston will operate
are the overdrive clutch and reverse clutch . The
overdrive clutch is splined to the overdrive hub
assembly, that is splined to a component in the
planetary geartrain. The reverse clutch is splined
to the front sun gear assembly.
The three clutches in the input clutch retainer
assembly each have the job of supplying input
power to a component in the planetary gear train
when applied. They are connected to the planetary
geartrain through the overdrive hub assembly,
underdrive hub assembly, and front sun gear
assembly, as previously mentioned. Just remem-
ber that if any of the clutches in this assembly are
applied it will turn or drive a component in the
planetary geartrain .
 COMPONENT IDENTIFICATION

INPUT SPRING
SHAFT

INPUT
HUB
I OVERDRIVE/REVERSE
PISTON SNAP
RING

) INPUT SHAFT, HUB, PISTONS AND RETAINER

OVERDRIVE REVERSE
REACTION CLUTCH SNAP CLUTCH REACTION
PLATE DISCS DISCS rlATE

SEPARATOR
RING PRESSURE PLATE RING
PLATE

) INPUT CLUTCHES
 COMPONENTIDENTIACATION
OVERDRIVE
UNDERDRIVE
HUB

J
THRUST

PLA\ T

THRUST
WASHER THRUST
PLATE
UNDERDRIVE AND OVERDRIVE HUBS

2-4 AND LOW/REVERSE CLUTCH ASSEMBLIES

)
PISTON BELLEVILLE
RETAINER SPRING
SNAPRING~ ~
~

SNAP RING
CLUTCH DISCS
PISTON

2-4 CLUTCH

2-4 CLUTCH - Directly rearward of the input clutch
retainer assembly is the 2-4 clutch. This clutch
consists of a stamped steel clutch piston retainer,
piston, belleville return spring, clutch plates, steel
separator plates, and reaction plate. These parts
are held into place in the case with snap rings.
The 2-4 clutch sits around the outside of the
planetary geartrain and when this clutch is ap-
plied, it will hold a geartrain component from
turning.

12
 COMPONENTIDENTIRCATION
SEPARATOR BELLEVILLE
PLATES SPRING

~GASKET

BELLEVILLE
CLUTCH SNAP
DISCS RING
LOW REVERSE CLUTCH

LOW/REVERSE CLUTCH - The Low/Reverse
(UR) clutch is located in the rearmost part of the
case, directly behind the 2-4 clutch. As a matter
of fact, it shares the reaction plate of the 2-4 clutch.
It consists of steel plates and clutch discs, belleville
return spring, piston, and a stamped steel piston
retainer that is secured to the back of the case
with screws. Like the 2-4 clutch, the L-R clutch sits
around the outside of the planetary geartrain, and
when this clutch is applied, it will hold a geartrain
component from turning.

PLANETARY GEARTRAIN

FRONT THRUST
SUN GEAR ASSEMBLY BEARINGS

FRONT
,.
REAR CARRIER
CARRIER ASSEMBLY ASSEMBLY
PLANETARY GEARTRAIN

) PLANETARY GEARTRAIN - The entire planetary clutch assemblies. The planetary geartrain con-
geartrain is located rearward of the input clutch sists of two sun gears, two planetary carriers, two
retainer assembly, and inside the 2-4 and L-R annulus gears, and one output shaft.

13
 COMPONENTIDENTIRCATION

FRONT
ANNULUS
GEAR

/
LUGSFOR ~
SPLINED
TO UNDERDRIVE
PARKING PAWL REAR HUB
& OUTPUT SPEED
SENSOR
REAR CARRIER ASSEMBLY REAR SUN GEAR

REAR CARRIER ASSEMBL V - The rear plane- REAR SUN GEAR- The rear sun gear is located
tary carrier, front annulus gear, and output shaft in the center of the rear carrier assembly. The
come as a single welded assembly. All output rear sun gear is driven by the underdrive clutch, )
power must go through this assembly. The lugs when applied, through the underdrive hub
around the outside of this assembly serve a dual assembly.
purpose; first, the parking pawl will engage the
lugs for park, and second, the output speed pickup
uses th~ lugs to generate an output speed signal
that is sent to the transaxle control module. No
clutches are splined or connected to this
assembly.
NOTES

).

14
 COMPONENT IDENTIFICATION

LOW-REVERSE
CLUTCH LOCATION

GEAR \
PLANETARY
FRONT CARRIER ASSEMBLY FRONTSUNGEARASSEMBLY

FRONT CARRIER AND REAR ANNULUS AS-
SEMBLY -The front planetary carrier and rear
) annulus gear are splined together and operate as
a single unit. The overdrive clutch, when engaged,
will drive this assembly through the overdrive hub
assembly. The low/reverse clutch, when applied,
will hold this assembly from turning .
FRONT SUN GEAR ASSEMBLY - The front sun
gear rides in the center of the front carrier and is
welded to the center of two hubs that are arranged
back to back. Each of the hubs are splined to a
clutch. The front hub is splined to the reverse
clutch that will turn the sun gear when applied.
The rear hub is splined to the 2-4 clutch that when
applied will hold the sun gear from turning.

NOTES

15
 COMPONENT IDENTIFICATION
TRANSFER AND FINAL DRIVE GEARTRAIN

TRANSFER SHAFT OUTPUT SHAFT

GEAR GEAR
~
~

TRANSFER GEARS

TRANSFER GEARS - There are two transfer
gears and their only purpose is to transfer power
from the output shaft to the transfer shaft. One
transfer gear is splined to the output shaft and
retained with a large bolt and is referred to as the
output transfer gear. The second transfer gear is
splined to the transfer shaft and retained with a
large nut and is referred to as the transfer shaft
gear.

NOTES

16
 COMPONENT IDENTIFICATION

SPLINE FOR
TRANSFER GEAR

TRANSFER SHAFT
!
!
DIFFERENTIAL
CASE

FINAL DRIVE GEARS & DIFFERENTIAL

TRANSFER SHAFT AND RING GEAR - The
transfer shaft transfers power from the transfer
) gears to the differential ring gear. The forward end
of the transfer shaft has an integral pinion gear
that is in constant mesh with the ring gear. The
transfer shaft pinion is a helical gear which means
there is no depth of mesh adjustment.
The ring gear is bolted to the differential case and
drives the differential case for all forward or re-
verse gears.
DIFFERENTIAL CASE ASSEMBLY - This as-
sembly consists of the differential case, two differ-
ential pinion gears, differential pinion shaft, and
two differential side gears. The transfer case
assembly takes input power from the ring gear
and transfers it to the axle shafts. The pinion and
side gears inside the differential case allow the
axle shafts to rotate at different speeds for turning.

NOTES

17
 TRANSAXLE FUNCTION OF OPERATION
This section of the book will explain how all the
different parts function, and contribute to the over-
all operation of the transaxle. To do this in an
understandable order, the transaxle will be divided
into subsystems. Each subsystem operation will
be explained as well as how it affects the adjoining
subsystem.
TRANSAXLE CONTROLLER AND SENSORS
The main reason for having the transaxle con-
trolled by an electronic controller is to have the
ability to give superior shift quality. A feature of the
controller is that it actually "learns" the characteris-
tics of a particular transaxle to optimize vehlicle
shift quality. The controller automatically adapts
for engine performance and friction element torque
variations to provide consistent shift quality for the
life of the transaxle. This learning capability is
called adaptive memory. If for some reason the
transaxle controller loses its memory, through a
loss of battery power or the 60-way connector
being disconnected, it will take approximately
10 shifts for the controller to re-learn shift
characteristics.
Another feature of the transaxle controller is that
it will help the technician find a problem in a
malfunctioning transaxle. It can do this through
what is called self-diagnostics. When something
goes wrong with any of the major electronic
circuits in the controller, sensors, or solenoid
assembly, a two digit numeric fault code will be
put into memory. In addition to being able to sense
electrical malfunctions the controller can also detect
some hydraulic and mechanical malfunctions that
will also produce fault codes. Each code repre-
sents a different malfunction. In order to read the
fault codes, the technician must hook-up a special
diagnostic tool, called a ORB II (Diagnostic Readout
Box, 2nd version), to a diagnostic connector lo-
cated under the instrument panel. To retrieve fault
codes it will be necessary to follow the procedures
outlined in the POWERTRAIN DIAGNOSTIC PRO-
CEDURES, A604-ULTRADRIVE AUTOMATIC
TRANSAXLE book. The transaxle controller will
retain up to seven fault codes in memory.
18
The systems will be divided and explained, in the
following order;
Transaxle controller and sensors
Solenoid assembly and valve body
Torque converter
Clutches
Planetary geartrain
Transfer gears
Differential
Another feature of the controller is the ability to
save the transaxle from totally destroying itself or
allowing potentially hazardous operation when
certain problems arise. The transaxle is constantly
monitoring its systems and if it senses a problem
it will put a fault code into memory and shut down
the electronic controls. When this function hap-
pens it is referred to as default or limp-ln.
Remember, not all fault codes will put the tran-
saxle into this default mode, just the codes that
sense a problem that could potentially cause )
transaxle internal damage or to operate in a
hazardous manner. If the electronic controller fails
for some reason the transaxle will automatically
go into default.
When the transaxle goes into the default mode it
will automatically shift to 2nd gear (in any forward-
drive selection) and stay there. When the ignition
key is turned "off" and then back "on" again, the
controller will reset itself to operate normally, until
it senses the fault and again goes into 2nd gear.
No matter what forward gear is selected it will stay
in 2nd gear. All other gear selections (P,R,N) will
operate as usual except for harsh shifts. The idea
behind this is to prevent the customer from being
stranded and to provide them the ability to drive
the vehicle in for service. This capability could
potentially save our customers large repair costs
and provide higher levels of customer satisfaction.
As mentioned previously in the Component Identifica-
tion section, the controller has the job of controlling
four solenoids in the solenoid assembly. To do
this the controller uses information from 12 differ-
ent sensors.
 TRANSAXLE FUNCTION OF OPERATION
Some of the sensors are wired directly to the
controller and other sensor signals come through
..___ ;------;
; - - THROlTLE POSITION SEN . COOLANT SEN. I what is called Chrysler's Multiplexing CCD circuit.
r- BATTERY - ~ AMBIENT SEN. J
>-- DISTRIBUTOR -
-
I BRAKE SWITCH I The CCD circuit is used to allow different control-
>-- IGNITION SWITCH lers in the vehicle to share information with each
ENGINE CONTROL
MODULE
ll OTHER VEHICLE
CONTROLLERS
J other through two wires. The benefit of this is the
2
c o "' amount of wiring that is saved.
LINK""
"""'l ORB II I
:J TRANSAXLE CONTROL I.
MODULE 1&.
HNEUTRAL SAFETY SWITCH J.
>--; PRNDL SWITCH
TRANSAXLE FOUR SOLENOIDSE~
--1 TURBINE SPEED SEN. ~PREssuRE' sWiiC"HEs

Dr
'---1 OUTPUT SPE ED SEN.

0
..l.__

INFORMATION INPUT TO TRANSAXLE CONTROLLER

The transaxle controller must depend on receiving switches. Whenever the controller goes into de-
information in order to control shift quality. Let's fault it de-energizes the solenoid shutdown relay
take a look at what information it receives and how and prevents the solenoids from functioning. The
it uses it. solenoids will go to their de-energized positions
which will put the transaxle in 2nd gear, when any
DIRECT BATTERY FEED - There is always bat- of the forward gears are selected.
tery voltage being fed to the controller, even when
the ignition is turned off. This battery feed is
responsible for keeping the memory alive in the
controller. If the controller loses this feed at any
time it will lose the memory and it will have to
re-learn the characteristics of the transaxle for
optimum shift quality.

IGNITION VOLTAGE - When the ignition switch

is turned "on" the transaxle controller is activated.
The controller looks at the voltage coming into the
controller, and if the voltage is above approxi-
mately 24 volts or below 8 volts the controller will
automatically put itself into default. Either one of
these conditions could damage the controller.

At this time the controller also performs a self test
to determine if the controller, solenoid shutdown
relay, and solenoid assembly is performing as it
should at this point. If the self check is good then
the controller sends battery voltage to the solenoid
shutdown relay. The relay will close its internal
contacts and send battery voltage to the solenoid
assembly to power the solenoids and pressure
19
THROTTLE BODY
THROTTLE POSITION SENSOR - The A-604
does not use throttle pressure to control shift
points like Chrysler's previous transaxles did.
Instead, an electronic signal from the throttle
position sensor is used by the controller to help
determine shift points and shift quality.
 TRANSAXLE FUNCTION OF OPERATION
the sensor is actually taking the reading off the
input clutch hub. It can be done this way because
the turbine and hub are connected directly to-
gether through the input shaft.

The information supplied to the controller from the

turbine sensor is compared against the output
shaft signal and engine speed signal to determine
operating ratio, clutch slippage, torque converter
slippage, torque capacity, etcetera. The rate of
turbine speed change is calculated and used in
controlling shifts.

DISTRIBUTOR-ENGINE SPEED SIGNAL CONNECTOR

ENGINE SPEED SIGNAL - Engine speed is

supplied to the controller from the engine ignition
j
distributor. This signal not only lets the transaxle
controller know it's running, but also lets the
controller calculate engine speed to control torque
converter lockup, determine torque capacity,
etcetera.

CONNECTOR

I OUTPUT SPEED SENSOR

OUTPUT SPEED SENSOR - The output speed

sensor is located on the same side of the transaxle
case as the turbine speed sensor but much closer
to the transfer gear cover. The sensor takes its
reading off the rear planetary carrier assembly.
The output speed signal is compared against the
turbine speed to determine ratio, detect clutch
slippage, etcetera. It is also compared to the
throttle signal to determine shift points.
TURBINE SPEED SENSOR
NOTES
TURBINE INPUT SPEED SENSOR - The turbine
input speed sensor gives the controller information
on how fast the torque converter turbine is spin-
ning. The sensor is located on the front side of the
transaxle case close to the bell housing. Even
though the sensor is called turbine speed sensor,

20
 TRANSAXLE FUNCTION OF OPERATION
PRNDL
SWITCH
SWITCH LOCATION
NEUTRAL SAFETY SWITCH and PRNDL
SWITCH - Both of these switches are located just
above the left front corner of the transaxle oil pan.
The switches look similar but are slightly different,
and are not interchangeable. The input from these
two switches tell the transaxle controller what
gear range was selected by the operator. From
this information the controller will determine what
gear range and shift pattern to use.
These switches also operate the starter relay and
the backup light relay, and prevent starter engage-
ment in all positions except "P" or "N".
NOTES
21
THREE PRESSURE SWITCHES ARE BUILT-
IN TO THE SOLENOID ASSEMBLY.
SOLENOID ASSEMBLY
LOW-REVERSE CLUTCH PRESSURE SWITCH
I 2-4 CLUTCH PRESSURE SWITCH I OVER-
DRIVE PRESSURE SWITCH - These three
switches all give the same type of signal to the
controller. They do not tell the controller how much
hydraulic pressure is in their respective circuit,
but simply if hydraulic pressure exists or not. This
information will verify if the solenoids are operating
correctly and what gear the transaxle is in.
NOTE: ALL THE SENSORS MENTIONED UP
TO THIS POINT ARE WIRED DIRECTLY TO
THE CONTROLLER. THE REMAINING SENSOR
INPUTS WILL BE SUPPLIED THROUGH THE
CCD CIRCUIT.
 TRANSAXLE FUNCTION OF OPERATION
COOLANT TEMPERATURE SENSOR
ENGINE COOLANT TEMPERATURE SENSOR
- This sensor tells the controller the temperature
of the engine. When the engine is cold the control-
ler may delay upshifts slightly to improve vehicle
driveability. The controller will not allow the torque
converter to lock up until the engine warms up to
normal operating temperature.
In any forward position, if the engine temperature
is too high, the controller will lock up the torque
converter in 3rd and/or 2nd gear to help cool the
engine, and prevent the transaxle from
overheating.
NOTES
22
ENGINE CONTROLLER
(AMBIENT TEMPERATURE SENSOR)
AMBIENT TEMPERATURE SENSOR - This
sensor measures the temperature of the air enter-
ing the engine induction system. The sensor is
located in the engine controller and the informa-
tion is used for Battery Charge Control, Engine
Control and Transaxle Control. The transaxle uses
the ambient temperature to estimate transmission
oil temperature and thereby allows for slower
response at low temperatures.
 TRANSAXLE FUNCTION OF OPERATION
BRAKE SWITCH
BRAKE SWITCH SIGNAL - The brake switch
signal is used for one reason, to disengage the
torque converter lockup clutch when the brakes
are applied.
The controller takes the information from the
sensors, evaluates it, then uses it to control
the solenoid shutdown relay, then the sole-
noid assembly, in that order. Let's take a look
at what the transaxle controller output
operates.
NOTES
23
SOLENOID SHUTDOWN RELAY - The instant
the ignition is turned on, the transaxle controller
performs a quick check to determine that its
internal electronic circuits are all working properly.
The sensor's circuits are all checked, and the relay
contact points are checked to make sure they are
open. If everything checks good the controller will
send electrical current through the shutdown relay,
causing the contact points in the relay to close.
When the shutdown relay points close, electrical
current is fed into the controller and to four sole-
noids in the solenoid assembly.
If the controller sees a fault in the system it can
turn off the power feed to the shutdown relay
causing the points to open and put a fault code
into memory. Remember, not all fault codes will
cause the controller to open the shutdown relay;
only certain faults will.
TRANSAXLE FUNCTION OF OPERATION
SOLENOID ASSEMBLY - Once the shutdown
relay has closed its contact points the controller
now has electrical power to operate the solenoid
assembly. The relay sends power to all four
solenoids through a single wire. This means that
all the solenoids will have voltage supplied to them
whenever the shutdown relay is closed. The sole-
noids, however, do not energize until the negative
wires are grounded.

The ground wire from each solenoid goes back

to the controller, which can energize each sole-
noid by connecting its return wire to ground.

SOLENOIDS ARE ENERGIZED WHEN

TRANSAXLE CONTROLLER GROUNDS
EACH CIRCUIT.

NOTES

24
 TRANSAXLE FUNCTION OF OPERATION
SOLENOID ASSEMBLY AND VALVE BODY
The solenoid assembly and valve body work
together to operate five transaxle clutches, lockup
torque converter, and provide oil for lubrication.
The source of pressurized oil for the solenoid
assembly and valve body is the transaxle oil
pump. The pump is a positive displacement, gear
type pump that is driven by the engine through the
torque converter housing .
Oil for the pump is drawn through the transaxle
TORQUE CONVERTER
CONTROL VALVE
t OVERDRIVE CLUTCH
CIRCUIT
) SPRING_
TENSION
. . . . . .~. .~. . . . . . . . . . . . . .~. . . . . . . . __.MANUALVALVE
PUMP
REGULATOR VALVE - The regulator valve has
one function, to control hydraulic pressure in the
transaxle. The pump supplies unregulated pres-
sure to the regulator valve. The regulator valve
will control this pressure which will then be re-
ferred to as line pressure. The regulator valve
uses a spring on one end that pushes the valve
over to the right and closes a dump, which causes
oil pressure to increase. Oil pressure is used on
the opposite end of the valve to push the valve to
the left, opening the dump and lowering oil pres-
sure. The result is spring tension working against
oil pressure to keep the oil at a certain pressure.
25
filter, through the valve body housing, and into the
pump. The pump pressurizes oil and sends it back
through the valve body to the regulator valve.
The valve body uses only five valves in conjunc-
tion with four solenoids in the solenoid assembly
to perform all functions necessary to operate the
transaxle. A brief description of how each valve
and solenoid works will make it easier to under-
stand the operation of the transaxle.
SOLENOID SWITCH &
LOCKUP SWITCH VALVES
r.===MANUALt
VALVE
-u::t
:u-<
mo
(I):IJ
(/)}>
cc
:ur
mo
FILTER
A system of sleeves and ports allows this regulator
valve to work at three different predetermined
pressure levels, depending on which gear ratio is
engaged. Looking at the illustration you can see
that if oil pressure increases it will push the valve
to the left causing the valve to dump oil and lower
pressure. If oil pressure were to drop off, the
spring would push the valve to the right , closing
the dump and allow oil pressure to build up again.
The oil that is dumped by the regulator valve will
be directed back to the oil pump pick-up circuit.
 TRANSAXLE FUNCTION OF OPERATION
LOCKUP SWITCH LOCKUP SWITCH SOLENOID
VALVE VALVE SWITCH VALVE
+ t
~~.tzzzz~
MANUAL VALVE REGULATOR VALVE
LUBE
TORQUE CONVERTER CONTROL VALVE -The
main responsibility of the torque converter control
valve is to control hydraulic pressure fed to the
torque converter. Line pressure from the regulator
valve is fed to the torque converter control valve
where it passes through the valve and pressure
is reduced . This reduced pressure is directed
through the lockup switch valve and to the front
side of the torque converter lockup piston. This
pressure that is being fed to the front of the piston
will push the piston rearward, disengaging the
lockup clutch. The oil will then pass around the
outside of the piston, flow out the torque converter,
through the lockup switch valve and back to the
torque converter control valve. The oil will then
flow on through the transaxle oil cooler and return
to transaxle as lube oil pressure.
NOTES
26
LU
TIC
t~2~~:; -+- TO
DRIBBLERS
SOLENOID
SWITCH
..,.. VALVE
REGULATOR
. . . . . ..,_VALVE
+
TORQUE CONVERTER LUBE
CONTROL VALVE CIRCUIT
LOCKUP SWITCH VALVE - The lockup switch
valve does the job of switching the lockup torque
converter on and off. In the unlocked position oil
is fed to the lockup valve from the torque converter
control valve. The lockup valve will let oil pass
through it to disengage the torque converter piston,
and oil coming out of the torque converter will
again pass through it on its way back to the torque
converter valve which becomes the lube feed
circuit.
When the transaxle controller energizes the sole-
noid assembly to lock up the torque converter, the
lockup switch valve will be positioned hydraulically
to the left. When that happens the oil that was
being fed to the torque converter is now blocked,
while the front side of the lockup piston is vented.
Oil is now fed to the back side of the lockup piston
to apply the torque converter lockup clutch.
 TRANSAXLE FUNCTION OF OPERATION

PRESSURE
PRESSURE

o;/TCH-~- 2-4 CLUTCH

...,. CIRCUIT

UNDERDRIVE
. ._ _ _ _ _ ..,CLUTCH UNDERDRIVE
. ._ _ _ _ .-CLUTCH
t
LINE
CIRCUIT L1 CIRCUIT
PRESSU
PRESSURE
..__SOLENOID SOLENOID
ENERGIZED ....,.. DE-ENERGIZED

REGULATOR VALVE
)
SOLENOID SWITCH VALVE SHIFTED SOLENOID SWITCH VALVE SHIFTED
LEFT FOR OPERATION OF TORQUE RIGHT AND IN POSITION TO
CONVERTER LOCKUP CLUTCH OPERATE LOW/REVERSE CLUTCH

SOLENOID SWITCH VALVE - The switch valve
is used to control line pressure from the low
reverse/lockup solenoid. When the valve is shifted
to the right it will allow the low/reverse clutch to
be pressurized and when it's shifted to the left it
will direct line pressure to the end of the lockup
switch valve to operate the lockup torque
converter.
NOTES
The valve will be shifted to the right in all positions
except 2nd, 3rd, or 4th gear. When the transaxle
upshifts to 2nd gear the valve will shift to the left
to anticipate torque converter lockup. The valve
must be allowed to return to the right before a
downshift to 1st gear can occur.

27
 TRANSAXLE FUNCTION OF OPERATION
LOW/REVERSE
CLUTCH
REGULATOR TORQUE CONVERTER CONTROL VALVE
2-4 CLUTCH VALVE

t ~ 1 LOW-REVERSE/LOCKUP SOLENOID

REGULATOR._..=====
l REVERSE
CLUTCH

VALVE

REGULATOR~IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII
VALVE

MANUAL VALVE - The manual valve is operated sending line pressure to the appropriate circuits
by the shifter linkage and has the responsibility of and solenoids, for the different gear selections.

NOTES

28
 TRANSAXLE FUNCTION OF OPERATION

OVERDRIVE
SOLENOID
(ENERGIZED)
LOW-REVERSE/LOCKUP
SOLENOID
(DE-ENERGIZED)

VALVE

) LOW REVERSE/LOCKUP and OVERDRIVE
SOLENOIDS - When these two solenoids are not
energized, the check valves will seat on passage
orifices and not allow hydraulic pressure to pass
through the circuit. At the same time, the element
circuit is free to vent through the solenoid valve,
thus being called a NORMALLY VENTED valve.
When the solenoid is energized it will unseat the
check valve allowing hydraulic oil pressure to flow
past the check valve and on through the circuit,
at the same time closing the vent port, thus
directing pressure to the element.
NOTES
When cycled (turned "on" and "off") at high fre-
quency, these solenoids will modulate the element
pressure to any value between zero and line
pressure, depending on the pulse duty cycle
(percent "on" time). In the case of the lockup
solenoid, this mndulation in turn can be used to
modulate the loljkup switch valve such that the
torque converter can operate nearly, but not quite,
locked up ... called "partial" lock.

_)

29
 TRANSAXLE FUNCTION OF OPERATION
UNDERDRIVE
CLUTCH

LINE
PRESSURE

2-4/LOW-REVERSE
SOLENOID
(ENERGIZED)
UNDERDRIVE
SOLENOID
(DE-ENERGIZED)

2-4/LOW REVERSE and UNDERDRIVE SOLE-
NOIDS - When these two solenoids are not ener-
gized their ball checks prevent oil flow out of the
element while allowing line pressure in, thus being
NORMALLY APPLIED. When energized, these
valves stop line pressure from reaching the ele-
ment being controlled, and at the same time vent
the element. Like the NORMALLY VENTED valves,
these NORMALLY APPLIED valves can also be
cycled to modulate the element pressure to any
level between line pressure and zero.

ORIFICE LOCATED DRIBBLER CIRCUITS - Two dribbler circuits are

IN PISTON
used to feed low flow rate oil from the torque
OVERDRIVE converter to the overdrive and reverse clutches
CLUTCH
at all times. The reason this is done is to make
! sure there is always oil in these clutches to prevent
the piston from moving in eithe~ direction, causing
a clutch to drag. This would happen if oil was on
only one side of the piston and the retainer was
spinning at high speed. The spinning of the re-
tainer would cause oil to go to the outer diameter
of the retainer and force the piston to move. This
oil pressure build-up caused by spinning is called
a "centrifugal head" pressure.

Another feature added to help this cause is a

,. ~~~~~
small orifice in the overdrive/reverse piston that
TORQUE CONVERTER will help pressure equalize on both sides of the
APPLY PRESSURE
piston. Keep in mind that this involves low flow
rates that will not have any significant effect when
either of the clutches receive full line pressure.

30
 TRANSAXLE FUNCTION OF OPERATION

U1
U1

COLD-OPEN
HOT-CLOSED

THERMAL VALVE - The thermal valve is a
bi-metallic shutter valve that helps control the
) venting rate of oil pressure in the underdrive clutch
passage during release of the clutch. When the
transaxle oil temperature is at approximately 20
degrees fahrenheit or less, the valve will be fully
)
open to assist in venting oil past the U1 orifice. At
temperatures above 20 degrees the valve will start
to close and be fully closed at approximately 140
degrees fahrenheit. The thermal valve is located
in the transfer plate of the valve body.

OFF ON PRESSURE SWITCHES - The hydraulic diagram

shows three switches, one above the solenoid
switch valve, another to the right of the switch
valve, and the last one above the overdrive sole-
sw noid. These are the pressure switches that are
located in the solenoid assembly that feed infor-
NO PRESSURE - OFF ON mation to the transaxle controller. They have no
SWITCH OFF L1 direct effect on operation of the valve body. Essen-
tially, they confirm (feed back) to the controller
that the intended solenoid action has indeed
sw occurred.

Following are 10 graphic illustrations of different

WITH PRESSURE -
SWITCH ON
conditions in which the transaxle will operate. A
brief explanation of what is happening in each
illustration is included.
31
 TRANSAXLE FUNCTION OF OPERATION

HOLDING CLUTCHES INPUT CLUTCHES

LR(R-N-1) 24(2-4)
PARK/NEUTRAL
SPEED UNDER 8 MPH
LR=LOW REVERSE 24 =2-4 CLUTCH
UD=UNDERDRIVE OD =DYE RDR lYE l...--=lt~-----==!1-F-'
R =REVERSE SW=SWITCH
AC= ACCUMULATOR LU =LOCKUP
PT=PRESSURE TAP D =DRIBBLER
S =SOLENOID
V =VENT

LUBE

PRESSURE(PS I)
AT 1500 RPM

PARK/NEUTRAL - In either of these gear selec-
tions the transaxle has lube pressure. The low/
reverse clutch is pressurized to prepare for the
transaxle shifting to a forward or reverse gear for
a smoother engagement. The low/reverse lockup
solenoid is energized to allow line pressure to the
low/reverse clutch . The 2-4/low reverse solenoid
is energized to close the circuit to the manual
valve .
Note that this internal transaxle condition is identi-
cal for the two different (PARK, NEUTRAL) posi-
tions of the external manual lever. These different
positions do provide different codes from the
PRNDL and Neutral Safety switches to the con-
troller. Also, in "Park" only, the Park Pawl is
engaged to prevent the vehicle from moving.

NOTES

32
 TRANSAXLE FUNCTION OF OPERATION

HOLDING CLUTCHES INPUT CLUTCHES

NEUTRAL
SPEED OYER 8 MPH
LR=LOIV REVERSE 24 =2-4 CLUTCH
UD=UNDERDR IVE OD =OVERDRIVE '---t+--.. - - -- ---tt---7...,....
R =REVERSE SIV =SIV ITCH
AC= ACCUMULATOR LU =LOCKUP
PT=PRESSURE TAP D =DRIBBLER
S =SOLENOID
V =VENT

PRESSURE(PS I)
AT 1500 RPM

ROLLING NEUTRAL- SPEED GREATER THAN engage any forward ratio, depending on vehicle
8 MPH. - In this neutral selection, all elements are speed and throttle position, if the driver selects a
disengaged to minimize drag and avoid excessive forward drive mode.
element speeds. This configuration is ready to

NOTES

33
 TRANSAXLE FUNCTION OF OPERATION

HOLDING CLUTCHES INPUT CLUTCHES

REVERSE
LR=LOW REVERSE 24 =2-4 CLUTCH
UD=UNDERDR IVE OD =OVERDRIVE
R =REVERSE SW=SWITCH
AC= ACCUMULATOR LU =LOCKUP
PT=PRESSURE TAP D =DRIBBLER
S =SOLENOID
V =VENT

REVERSE - With the manual valve moved to the
reverse position the line pressure is fed directly
to the reverse clutch and through the 2-4/LR
solenoid to the low/reverse clutch. The regulator
valve is regulating line pressure to a higher pres-
sure to increase clutch capacity. Notice the line
pressure that is fed between the two valves on the
end of the regulator valve. This pressure neutral-
izes the effects of the larger valve on the regulator
valve. With only the smaller valve working against
the regulator valve the regulator valve spring will
close down the dump causing the line pressure
to increase.
Also notice that there are no solenoids energized
in reverse gear. However, the 2-4/LR solenoid is
cycled during initial engagement of reverse to
smooth the torque transition.

NOTES

34
 TRANSAXLE FUNCTION OF OPERATION

HOLDING CLUTCHES INPUT CLUTCHES

REVERSE BLOCK
SH 1FT TO REV_ "'I/SPEED OYER 8 MPH
LR=LOW REVERSE 24 =2-4 CLUTCH
UD=UNDERDR IVE OD =OVERDRIVE
R =REVERSE SW=SWITCH
AC=ACCUMULATOR LU =LOCKUP
PT=PRESSURE TAP D =DRIBBLER
S =SOLENOID
V =VENT

PRESSURE(PSI)
~==t!:::!~~...:...::.,~ r7;;:;~r.7;~~~';7-i~~-;t---;::,-,.,;.:'---t.::;-;;;:;=l AT 1500 RPM

REVERSE BLOCK - When reverse is blocked
from engaging it is done through a command from
the transaxle controller. This will happen if the
output speed sensor detects the output shaft is
spinning at a speed equal to 8 miles per hour or
greater. This is done to protect the transaxle from
a situation that could potentially cause damage
to the transaxle.
When the transaxle controller goes into reverse
block it does it by energizing the 2-4/low reverse
solenoid. This will prevent line pressure from
applying the low/reverse clutch. In this situation,
the transmission is effectively in NEUTRAL.

NOTES

35
 TRANSAXLE FUNCTION OF OPERATION

HOLDING CLUTCHES

FIRST GEAR
LR=LOW REVERSE 24 =2-4 CLUTCH
UD=UNDERDR IVE OD =OVERDRIVE L-==if=-:-- - - - = = t ' F-'
R =REVERSE SW=SWITCH
AC= ACCUMULATOR LU =LOCKUP
PT=PRESSURE TAP D =DRIBBLER
S =SOLENOID
V =VENT

LUBE

PRESSURE(PS I)
AT 1500 RPM

FIRST GEAR - When any of the forward gear
selections are made line pressure is fed to all four
solenoids. In first gear the controller will energize
the low/reverse lockup and 2-4/low reverse sole-
noids. This configuration will apply the low reverse
and underdrive clutches.
Notice that the forward gear selection made has
no effect on the manual valve, its location will be
the same. The selection difference will be de-
tected by the controller through the PRNDL and
neutral safety switches. The two switches will give
the controller the information needed to determine
what shift pattern and schedule is to be used.

NOTES

36
 TRANSAXLE FUNCTION OF OPERATION

HOLDING CLUTCHES INPUT CLUTCHES

SECOND GEAR
LR=LO'tr' REVERSE 24 =2-4 CLUTCH
UD=UNDERDRIVE OD =OVERDRIVE '----lh.------+-:-:---1
R =REVERSE S'tr'=S'tr'ITCH
AC= ACCUMULATOR LU =LOCKUP
PT=PRESSURE TAP D =DRIBBLER
S =SOLENOID
V =VENT

PRESSURE(PSI)
2::z:=:!!:!::!t!:::!~:.,:::::::.,:::l f!'":"l':,-;IN:::-'E~~~...:.;=:;-;~t=';-;-;-t-';7;;~-b,-;;~ AT 1500 RPM

SECOND GEAR - In second gear none of the
solenoids are energized. With the solenoids de-
energized, line pressure is fed to the 2-4 and
underdrive clutches. Line pressure from the 2-4
clutch circuit is fed to the solenoid switch valve,
moving the valve to the left, and switching circuits
the low reverse/lockup solenoid will feed for torque
converter lockup. When the transaxle goes into
default the solenoids and valve body will shift to,
and stay in, this configuration for any forward gear
selection by the driver.

NOTES

.)

37
 TRANSAXLE FUNCTION OF OPERATION

HOLDING CLUTCHES INPUT CLUTCHES

SECOND GEAR
PARTIAL LOCKUP
LR=LOW REVERSE 24 =2-4 CLUTCH
UD=UNDERDRIVE OD =OVERDRIVE L-...-=J-1=:--,.-- -....:::=:tt=-=--'
R =REVERSE SW=SWITCH
AC= ACCUMULATOR LU =LOCKUP
PT=PRESSURE TAP D =DRIBBLER
S =SOLENOID
V =VENT

SECOND GEAR (PARTIAL LOCKUP) - When
conditions allow for it, the controller will modulate
the low reverse/lockup solenoid. By modulating
the solenoid it can lower the line pressure that
passes through it before it reaches the lockup
switch and torque converter control valves. When
the modulated pressure reaches the two valves it
will fully shift the torque converter control valve to
the left, but only partially shift the lockup switch
valve.
NOTES
When these two valves move it will cause the
lockup switch valve to start venting the torque
converter release pressure on the front side of the
torque converter clutch piston. At the same time
the lockup switch valve will increase the apply
pressure on the back side of the torque converter
piston. This will not cause the torque converter to
fully lock up but simply reduce the amount of
slippage.

38
 TRANSAXLE FUNCTION OF OPERATION

HOLDING CLUTCHES

DIRECT GEAR
LR=LOW REVERSE 24 =2-4 CLUTCH
UD=UNDERDR IVE OD =OVERDRIVE L...--H-.,----+f--~
R =REVERSE SW=SWITCH
AC= ACCUMULATOR LU =LOCKUP
PT=PRESSURE TAP D =DRIBBLER
S =SOLENOID
V =VENT

)
VENT
RESERVOIR

PRESSURE(PSI)
AT 1500 RPM

DIRECT GEAR - To shift to direct gear the Notice that the line pressure is reduced. This was
transaxle controller will energize the 2-4/low re- accomplished by using line pressure from the
verse and overdrive solenoids. This solenoid con- overdrive circuit also. This line pressure is fed to
figuration will feed line pressure to the underdrive an area between the regulator valve and the
and overdrive clutches. Line pressure from the smaller of the two valves on the end. This pressure
overdrive clutch circuit will be fed to an area helps move the regulator valve to the left, dumping
between two plugs at the end of the solenoid additional oil, resulting in lower line pressure.
switch valve. This is done to keep the solenoid
switch valve shifted to the left since 2nd gear line
pressure that was holding the valve, has been
vented off.
NOTES

39
 TRANSAXLE FUNCTION OF OPERATION

HOLDING CLUTCHES INPUT CLUTCHES

DIRECT GEAR
PARTIAL LOCKUP
LR=LOW REVERSE 24 =2-4 CLUTCH L--=t-F..,------=t-f--:--'
UD=UNDERDR IVE OD =OVERDRIVE
R =REVERSE SW =SWITCH
AC=ACCUMULATOR LU =LOCKUP
PT=PRESSURE TAP D =DRIBBLER
S =SOLENOID
V =VENT

PRESSURE(PS I)
AT 1500 RPM

DIRECT GEAR (PARTIAL LOCKUP) - Partial reason . For a review of partial lockup operation
lockup in direct gear is accomplished the same see the "SECOND GEAR (PARTIAL LOCKUP)"
way it was done for second gear, and for the same write-up .

NOTES

40
 TRANSAXLE FUNCTION OF OPERATION

HOLDING CLUTCHES INPUT CLUTCHES

DIRECT GEAR
FULL LOCKUP
LR=LOW REVERSE 24 =2-4 CLUTCH
UD=UNDERDRIVE OD =OVERDRIVE L...-----tj~----+t--;-:-1
.R =REVERSE SW=SWITCH
AC= ACCU~1Ul ATOR LU =LOCKUP
PT=PRESSURE TAP D =DRIBBLER
S =SOLENOID
V =VENT

PUMP PRESSURE(PSI)
AT 1500 RPM

DIRECT GEAR (FULL LOCKUP)- The solenoid
and valve configuration for direct gear full lockup
is the same as direct gear except for the addition
of the low reverse/lockup solenoid being
energized.
When the low reverse/lockup solenoid is ener-
gized it will send full line pressure to the ends of
the lockup switch and torque converter control
valves. Both the valves will fully shift to the left.
This will allow the lockup switch valve to fully vent
the pressure on the front side of the torque
converter lockup piston causing full lockup.

NOTES

41
 TRANSAXLE FUNCTION OF OPERATION

HOLDING CLUTCHES INPUT CLUTCHES

OVERDRIVE LR~J
1)) V d 2~)
LU ~ LR=LOW REVERSE 24 =2-4 CLUTCH l __r. --
~
UD=UNDERDR IVE OD =OVERDRIVE L.-=J.1F-- - --=IF=-----.J
R =REVERSE
AC=ACCUMULATOR SW=SWITCH
LU =LOCKUP ~~l~ _! ~
PT~ PT=PRESSURE TAP D =DRIBBLER PT AC
S =SOLENOID
V =VENT rr==;-r==:-&2J(1);:::::::::::====1===;-,

OFF ON

LR/LU
-!
v uo

~1
'C OOLER )'~

.M, I
LUBE

~-----,------------~
..

._ ~~--_.--------~~
~ VENT
T

RESER VOIR
I
I

OVERDRIVE - The controller will energize the
underdrive solenoid which will shut off line pres-
sure to the underdrive clutch. The controller will
also de-energize the 2-4 solenoid and allow the
NOTES
2-4 clutch to engage. This will shift the transaxle
into overdrive by allowing only the 2-4 and over-
drive clutches to be applied.

42
 TRANSAXLE FUNCTION OF OPERATION

HOLDING CLUTCHES INPUT CLUTCHES

OVERDRIVE
FULL LOCKUP
LR=LOYI REVERSE 24 =2-4 CLUTCH
UD=UNDERDR lYE OD =OVE RDR lYE
R =REVERSE SYI =SWITCH
AC= ACCUMULATOR LU =LOCKUP
PT=PRESSURE TAP D =DRIBBLER
S =SOLENOID
Y =VENT

PRESSURE(PSI)
AT 1500 RPM

OVERDRIVE (FULL LOCKUP) - To go into full that take place for full lockup, review the write-up
lockup the controller must energize the low reverse/ on "DIRECT GEAR (FULL LOCKUP)".
lockup solenoid. To review the sequence of events

NOTES

_)

43
 TRANSAXLE FUNCTION OF OPERATION
TORQUE CONVERTER
The torque converter used in the A604 transaxle
is relatively the same in design and operating
characteristics as other lockup torque converters
Chrysler has used in the past. Torque converter
TORQUE CONVERTER CLUTCH RELEASED
(UNLOCKED)
When the torque converter is unlocked, pressure
is fed through the center of the input shaft to the
front side of the torque converter piston. This
pressure will push the piston rearward and flow
around the outer edge of the piston. The oil will
then exit the torque converter between the input
shaft and reaction shaft.
When the torque converter goes into lockup, the
pressure that was fed to the front side of the piston
through the input shaft is shut off and the circuit
44
clutch operation is controlled by the transaxle
controller through the solenoid assembly and valve
body. Benefits of the torque converter when in
lockup are improved fuel economy, reduced
engine noise and reduced transaxle operating
temperature.
)
VENTED
TORQUE CONVERTER CLUTCH APPLIED
(LOCKED-UP)
is vented. The pressure on the back side of the
torque converter piston will push the piston for-
ward and lock the turbine to the torque converter
housing.
Notice that the torque converter piston has no
outer piston seal. Sealing of the outer piston is
done when piston comes into contact with the
friction disc. The friction disc is free-floating since
it is not bonded to either the torque converter
piston or housing.
 TRANSAXLE FUNCTION OF OPERATION
CLUTCHES
All clutches in the A604 transaxle are applied
hydraulically. Four of the clutches are released
with belleville springs and one is released with a
INPUT SHAFT
-,
...:
INPUT CLUTCH
RETAINER
UNDERDRIVE CLUTCH - Of the three input
clutches that are located in the input clutch re-
tainer, the one that sits in the most forward
position is the underdrive clutch. When line pres-
sure is applied to the underdrive clutch it will be
supplied from the valve body, through passages
in the transaxle case, oil pump housing and
reaction shaft support. The pressure will then pass
through a drilled passage in the input clutch
r8tainer hub and to the front side of the underdrive
clutch piston. The piston will move rearward com-
pressing the clutch and locking it to the underdrive
hub. The underdrive hub is splined to the rear sun
NOTES
_)
45
coil spring. Three of the clutches supply input
power to the planetary geartrain while the other
two clutches hold components of the planetary
geartrain, to furnish reaction torque.
UNDERDRIVE CLUTCH
HUB
gear and will turn it when clutch is engaged.
When the clutch line pressure is released the
clutch piston will return with tension from the coil
spring located between the piston and spring
retainer.
Notice that the piston has a vent in it, and the
spring retainer has a seal on it. These two items
are used to keep oil on the back side of the piston
to counteract a centrifugal head condition that
could cause the piston to move slightly and cause
the clutch to drag when it's not applied.
 TRANSAXLE FUNCTION OF OPERATION
INPUT SHAFT HUB
CLUTCH RETAINER
OVERDRIVE CLUTCH - The overdrive clutch is
the center clutch of the three located in the input
clutch assembly. The clutch pack is retained in the
clutch retainer and the piston that applies the
clutch is located around the outside of the retainer.
Attached to the rear of the clutch piston is a
pressure plate that will compress the overdrive
clutch pack to apply the clutch.
To apply the overdrive clutch, line pressure from
the valve body will be fed through passages in the
transaxle case, oil pump housing and reaction
shaft support. The line pressure will then be fed
through the input hub and input clutch retainer to
the back side of overdrive/reverse clutch piston.
NOTES
46
FRONT PLANETARY
CARRIER
The line pressure will push the piston forward and
apply the overdrive clutch. The clutch pack is
compressed against the same reaction plate that
the underdrive clutch used.
With the overdrive clutch applied it will lock to the
overdrive hub. The overdrive hub is splined to the
front planetary carrier and will turn it when over-
drive clutch is engaged.
When line pressure to clutch is released the
belleville spring on the front side of the overdrive/
reverse piston will return piston to its released
position.
 TRANSAXLE FUNCTION OF OPERATION
CLUTCH RETAINER
)
REVERSE CLUTCH - The reverse clutch is lo-
cated in the rearmost position of the three input
clutches. The reverse clutch is operated by the
same piston , pressure plate and belleville spring
that operate the overdrive clutch.
Line pressure to apply the reverse clutch will come
from the valve body, fed through passages in the
case, oil pump housing and reaction shaft support.
The line pressure then goes through the input hub
to the front side of overdrive/reverse piston. The
NOTES
47
FRONT SUN
GEAR HUB
pressure will move the piston rearward to com-
press the reverse clutch pack. When the clutch is
applied it will turn the front sun gear hub assembly.
When line pressure to the reverse clutch is re-
leased the belleville spring will pull the piston
forward to its released position . The overdrive/
reverse clutch piston belleville spring is positioned
so it will center the piston to prevent either the
overdrive or reverse clutches from dragging when
they are not applied.
 TRANSAXLE FUNCTION OF OPERATION
2-4 CLUTCH - The 2-4 clutch is one of two
clutches located in the rear portion of the transaxle
case. It is the clutch that sits more towards the
front of the transaxle. Starting from the front of the
clutch is the 2-4 piston retainer, 2-4 piston, belleville
spring, clutch pack, and reaction plate. When the
clutch is applied it will lock the front sun gear hub
assembly to the case so it will not turn.
NOTES
48
2-4 CLUTCH
TRAN SAXLE CASE
To apply the 2-4 clutch, line pressure is sent from
the valve body straight into the piston retainer.
Located on top of the valve body is a rubber seal
that seals the valve body directly to the piston
retainer.
When line pressure is released the belleville spring
will return piston into piston retainer. The piston
retainer is held to the transaxle case using a snap
ring .
 TRANSAXLE FUNCTION OF OPERATION
LOW/REVERSE CLUTCH - Of the two clutches
located in the rear of the transaxle case the
rearmost of the two is the low/reverse clutch. The
low/reverse clutch shares the reaction plate with
the 2-4 clutch. Moving rearward from the reaction
plate is the clutch pack, belleville spring, low/
reverse piston, and the piston retainer. The piston
retainer is secured to the case with three screws
and sealed with a gasket.
NOTES
49
The clutch is applied with line pressure from the
valve body that is fed through the transaxle case
to the piston retainer and pushes the piston for-
ward, applying the clutch. When the clutch is
applied it will lock the front planetary carrier to the
transaxle case so it will not rotate. When line
pressure is released the belleville spring will push
piston back into piston retainer and release the
clutch.
 TRANSAXLE FUNCTION OF OPERATION
PLANETARY GEARTRAIN
The planetary geartrain is driven by input clutches.
One of the input clutches must be applied before
the vehicle can move. A variety of gear ratios are
accomplished by using input clutches to turn
different planetary components and two clutches
in the rear of the case to hold different planetary
components.
POWER FLOW IN LOW GEAR
FIRST GEAR -Torque input is through the under-
drive clutch, to the underdrive hub assembly which
turns the rear sun gear. The low/reverse clutch is
applied to hold the front carrier/rear annulus as-
sembly. The rear sun gear will drive the rear
NOTES
50
When going through the following power flows
keep in mind that the geartrain must somehow
complete it's power flow by turning the rear carrier
assembly. The reason for this is that the output
shaft is part of the rear carrier assembly. If the
output shaft does not turn, the vehicle will not
move.
planetary pinion gears around the stationary rear
annulus causing the rear carrier assembly to
rotate which provides output torque. In this gear,
the rest of the planetary is freewheeling. The gear
ratio is 2.84:1.
 TRANSAXLE FUNCTION OF OPERATION
UNDERDRIVE CLUTCH
APPLIED
POWER FLOW IN SECOND GEAR
SECOND GEAR - Second gear ratio is achieved
by having both planetary gear sets contribute to
torque multiplication. As in 1st gear, torque input
is through the underdrive clutch to the rear sun
gear. The 2-4 clutch is applied to hold the front
sun gear stationary. The rotating rear sun gear
turns the rear planetary pinions. The rotating rear
NOTES
51
2-4 CLUTCH
APPLIED
\
pinions rotate the rear annulus/front carrier as-
sembly. The pinions of the front carrier will "walk
around" the stationary front sun gear. This will
transmit torque to the front annulus/rear carrier
assembly which provides output torque. The gear
ratio is 1.57:1.
 TRANSAXLE FUNCTION OF OPERATION

UNDERDRIVE CLUTCH
APPLIED

POWER FLOW IN THIRD GEAR

)

THIRD GEAR- In third gear two input clutches are rotates the front carrier/rear annulus assembly. In
applied, the underdrive clutch and overdrive clutch, effect, this locks the entire planetary gear set so
to provide input torque. The underdrive clutch it rotates as a unit. The gear ratio is 1:1.
rotates the rear sun gear while the overdrive clutch

NOTES

52
 TRANSAXLE FUNCTION OF OPERATION
2-4CLUTCH
OVERDRIVE CLUTCH APPLIED
APPLIED

\
) POWER FLOW IN FOURTH GEAR

FOURTH GEAR - In fourth gear input torque is
through the overdrive clutch while the 2-4 clutch
is applied to hold the front sun gear. As the
overdrive clutch rotates the front carrier, it causes
the pinions of the front carrier to "walk around" the
front sun gear which is being held stationary. This
will cause the front carrier pinions to turn the front
annulus/rear carrier assembly which will provide
output torque. In fourth gear transaxle output
speed is more than input speed, which is over-
drive. Fourth gear ratio is 0.69:1.

NOTES

53
 TRANSAXLE FUNCTION OF OPERATION

REVERSE CLUTCH
APPLIED

POWERFLOWINREVERSEGEAR
)

REVERSE GEAR - In reverse input power is
through the reverse clutch which drives the front
sun gear. The low/reverse clutch is applied to hold
the front carrier/rear annulus assembly stationary.
The front sun gear will rotate pinions of the front
carrier assem91y. The pinions will then rotate the
front annulus/r'ear carrier assembly in the reverse
direction providing output torque . The gear ratio
in reverse is- 2.21:1.

NOTES

54
 TRANSAXLE FUNCTION OF OPERATION

OUTPUT SHAFT
GEAR

SPUNEDTO
TRANSFER SHAFT

TRANSFER GEARS

TRANSFER GEARS

The purpose of the transfer gears is to transfer
output power from the output shaft of the rear
carrier assembly to the transfer shaft. The gear
that is splined and bolted to the output shaft of the
rear carrier is called the output shaft transfer gear.
It supplies input power to the transfer shaft transfer
gear that is splined, and retained with a large nut
to the transfer shaft. The gears are helical cut for
quieter operation.
The overall gear ratio of the transaxle is, in part,
determined by the ratio between the output shaft
gear and transfer shaft gear.

NOTES

55
 TRANSAXLE FUNCTION OF OPERATION

RING GEAR

SPLINE FOR

TRANSFER SHA~RANSFr GEAR

DIFFERENTIAL
SIDE GEARS (2)

~TRANSFER SHAFT PINION

FINAL DRIVE GEARS & DIFFERENTIAL

FINAL DRIVE GEARS The final drive gears
include the transfer shaft which ha~ a piniqn gear
on the front end of the sh-a ft :The ~ot_h~r fin-al drive
gear is the ring gear which is driven by the transfer
shaft pinion. The ring geai'is boltecno, and turns
the differential case. The differential case Will send
driving torque to the front wheel$ tlirough _axle
shafts.
The differential is a typical design having two
differential pinion gears and two differential side
gears. Sure grip differentials are not available on
front wheel drive transaxles because of possible
loss of directional control.

NOTES

56
 ULTRADRIVE AUTOMATIC TRANSAXLE
TRANSAXLE SERVICE
A604 ULTRADRIVE 4-SPEED ELECTRONIC AUTOMATIC TRANSAXLE
SECTIONS INDEX
Page Page
BEARING ADJUSTMENT PROCEDURES . . . . . 112 SERVICE IN VEHICLE . . . . . . . . . . . . . . . . . . . 70
DIAGNOSIS AND TESTS . . . . . . . . . . . . . . . . . 58 SERVICE OUT OF VEHICLE . . . . . . . . . . . . . . . 71
MAINTENANCE AND ADJUSTMENTS . . . . . . . 69 SPECIFICATIONS. . . . . . . . . . . . . . . . . . . . . . . 116
TIGHTENING REFERENCE . . . . . . . . . . . . . . . . 117

NOTES

57
 ULTRADRIVE AUTOMATIC TRANSAXLE
A-604 ULTRADAIVE DIAGNOSIS AND TESTS
Page
Clutch Air Pressure Tests . . . . . . . . . . . . . . . . . . . . . .
Torque Converter Stall Test. . . . . . . . . . . . . . . . . . . . . . .
Diagnosis Chart "B" . . . . . . . . . . . . . . . . . . . . . . . . . .
Default Code Chart "A" . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS-GENERAL
CAUTION: Before attempting any repair on the A-604
Electronic Automatic Transaxle, always check for fault
codes with the DRBII using the "Powertrain Diag-
nostic Test Procedure Manual (A-604)."
Ultradrive automatic transaxle malfunctions
may be caused by these general conditions: poor
engine performance, improper adjustments, hy-
draulic malfunctions, mechanical malfunctions,
and electronic malfunctions. Diagnosis of these
problems should always begin by checking the
easily accessible variables: fluid level and con-
dition, gearshift cable adjustment. Then perform
a road test to determine if the problem has been
corrected or that more diagnosis is necessary. If
the problem exists after the preliminary tests
and corrections are completed, hydraulic pres-
sure checks should be peformed.
Fluid Level and Condition
The transmission and differential sump have a com-
mon oil sump with a communicating opening be-
tween the two.
Since this 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 com-
plete oil level stabilization between differential and
transmission. The fluid should be at normal oper-
ating temperature (approximately 82C or 180F).
The fluid level is correct if it is in the "HOT"
region (cross-hatched area) on the oil level indi-
cator.
Low fluid level can cause a variety of condi-
tions 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 over-
heating, fluid oxidation, and varnishing, which
INDEX
Page
63 Diagnosis-General . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
63 Fluid Leakage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
68 Hydraulic Pressure Tests . . . . . . . . . . . . . . . . . . . . . . 59
32 Shift Quality Quick-Learn Procedure . . . . . . . . . . . . 59
can interfere with normal valve, clutch, and ac-
cumulator operation. Foaming can also result in
fluid escaping from the transaxle vent 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 fric-
tion material particles, a complete transaxle over-
haul 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 dip-
stick fully to seal out water and dirt.
Gearshift Linkage
Normal operation of the PRNDL and neutral
safety switch provides a quick check to confirm
proper manual linkage adjustment.
Move the selector level slowly upward until it
clicks into the "P" Park notch in the selector
gate. If the starter will operate the "P" position
is correct.
After checking "P" position move the selector
slowly toward "N" Neutral position until lever
drops at the end of the "N" stop in the selector
gate. If the starter will also operate at this point
the gearshift linkage is properly adjusted. If ad-
justment is required refer to gearshift linkage
adjustment in Maintenance and Adjustments and
refer to DRBII in the "Diagnostic Test Proce-
dure Manual."
Road Test
Prior to performing a road test, be certain that
the fluid level and condition, and control cable
adjustment have been checked and approved.
During the road test, the transaxle should be
operated in each position to check for slipping
and any variation in shifting.
In most cases, the clutch that is slipping can
be determined by noting the transaxle operation
in all selector positions and by comparing which
internal units are applied in those positions. The
"Elements in Use Chart" provides a basis for
road test analysis.
The process of eliminating can be used to de-
58
 ULTRADRIVE AUTOMATIC TRANSAXLE
ELEMENTS IN USE AT EACH POSITION OF THE SELECTOR LEVER
Shift 1- - - - - - - - - - CLUTCHES - - - - - - - - : - - - - ,
Lever Start Park 1 1 1 1 Low/ 1
Position Safety Sprag I Underdrive I Overdrive I Reverse I 2/4 Reverse 1
P - PARK X X X
R - REVERSE X X
N - NEUTRAL X X
OD - OVERDRIVE
First X X
Second X X
Direct X X
Overdrive X X
D -- DRIVE*
First X X
Second X X
Direct X X
L -- LOW*
First X X
Second X X
Direct X X
*Vehicle upshift and downshift speeds are increased when in these selector positions .
teet any unit which slips and to confirm proper Kickdown l.earn Procedure
operation of good units. However, although road (1) With vehicle speed below 25 mph, make 5
test analysis can usually diagnose slipping units, to 8 wide-open-throttle kickdowns to 1st gear from
the actual cause of the malfunction usually can- either 2nd or 3rd gear. Allow for 5 seconds or
not be decided. Practically any condition can be more of operation in 2nd or 3rd prior to the
caused by leaking hydraulic circuits or sticking kickdown.
valves. (2) With vehicle speed greater than 25 mph,
make 5 to 8 part throttle to wide-open throttle
SHIFT QUALITY QUICK-LEARN PROCEDURE kickdowns to either 3rd or 2nd gear from 4th
This procedure will quickly optimize shift quality gear (for example, 4-3 or 4-2 kickdowns). Allow
after battery disconnect. for 5 seconds or more of operation in 4th, prefer-
The transaxle operating temperature must be ably at road-load throttle, prior to performing
warm before learning is allowed. To warm up the kickdown.
transaxle fluid, observe the following chart:
HYDRAULIC PRESSURE TESTS
AMBIENT ENGINE IDLE
TEMP. (F) TIME (MINUTES) Pressure testing is a very important step in the
0 8 diagnostic procedure. These tests usually reveal
20 6 the cause of most transaxle problems.
Before performing pressure tests, be certain
40 4 that fluid level and condition, and shift cable
60 2 adjustments have been checked and approved.
80 0 Fluid must be at operating temperature (150 to
200 degrees F.).
Upshift l.earn Procedure Install an engine tachometer, raise vehicle on
(1) Maintain constant throttle opening during hoist which allows front wheels to turn, and po-
shifts. sition tachometer so it can be read.
CAUTION: Do not move accelerator pedal during the Attach 150 psi gauges to ports required for test
upshifts. being conducted. A 300 psi gauge (C-3293) is re-
(2) Accelerate vehicle with throttle opening quired for reverse pressure test.
angle in range of 10 to 50 degrees Test port locations are shown in (Figure 1).
(3) Make 15 to 20 1-2, 2-3, and 3-4 upshifts. Ac-
celerating from stop to approximately 45 mph each
time at moderate throttle angle (20-25) is sufficient.
59
 ULTRADRIVE AUTOMATIC TRANSAXLE
!Ill
Fig. 1-Pressure Taps
Test One (Selector in 1.-1 st gearJ
(1) Attach pressure gauge to the low/reverse
clutch tap.
(2) Move selector lever to the L position.
(3) Allow vehicle wheels to turn and increase
throttle opening to achieve an indicated vehicle
speed to 20 mph.
(4) Low/reverse clutch pressure should read 115
to 145 psi.
(5) This test checks pump output, pressure reg-
ulation and condition of the low/reverse elutch
hydraulic circuit and shift schedule.
Test Two (Selector in D-2nd gearJ
(1) Attach gauge to the underdrive clutch tap.
(2) Move selector lever to the D position.
(3) Allow vehicle wheels to turn and increase
throttle opening to achieve an indicated vehicle
speed of 30 mph.
(4) Underdrive clutch pressure should read 110
to 145 psi.
(5) This test checks the underdrive clutch hy-
draulic circuit as well as the shift schedule.
Test Three (overdrive clutch checlcJ
(1) Attach gauge to the overdrive clutch tap.
(2) Move selector lever to the circleD position.
(3) Allow vehicle wheels to turn and increase
throttle opening to achieve an indicated vehicle
speed of 20 mph.
(4) Overdrive clutch pressure should read 74
to 95 psi.
(5) Move selector lever to the D position and
increase indicated vehicle speed to 30 mph.
(6) The vehicle should be in second gear and
overdrive clutch pressure should be less than 5
psi.
(7) This test checks the overdrive clutch hy-
draulic circuit as well as the shift schedule.
60
Test Four (Selector in CircleD-overdrive gearJ
(1) Attach ga uge to the 2/4 clutch tap.
(2) Move selector lever to the circleD position.
(3) Allow vehicle front wheels to turn and in-
crease throttle opening to achieve an indicated
vehicle speed of 30 mph.
(4) The 2/4 clutch pressure should read 75 to
95 psi.
(5) This test checks the 2/4 clutch hydraulic
circuit.
Test Five (Selector in circle 0-overdrive loclcupJ
(1) Attach gauge to the lockup off pressme tap.
(2) Move selector lever to the circle D pos ition.
(3) Allow vehicle wheels to turn and increase
throttle opening to achieve an indicated vehicle
speed of 50 mph.
Caution: Both wheels must turn at the same speed.
(4) Lockup off pressure should be less than 5
psi.
(5) This test checks the lockup clutch hydrau-
lic circuit.
Test Six (Selector in ReverseJ
(1) Attach gauge to th rev rse clutch tap.
(2) Move selector lever to the reverse position.
(3) Read rev rse clutch pressur with output )
stationary (foot on brake) and throttle opened to
achieve 1500 rpm.
(4) Reverse clutch pressure should read 165 to
235 psi.
(5) This test checks the reverse clutch hydrau-
lic circuit.
Test Result Indications
(1) If proper line pressure is found in any one
test, the pump and pressure regulator are work-
ing properly.
(2) Low pressure in all positions indicates a
defective pump, a clogged filter, or a stuck pres-
sure regulator valve.
(3) Clutch circuit leaks are indicated if pres-
sures do not fall within the specified pressure
range.
(4) If the overdrive clutch pressure is greater
than 5 psi in step (6) of Test Three, a worn
reaction shaft seal ring is indicated.
'J
 ULTRADRIVE AUTOMATIC TRANSAXLE
A604 PRESSURE CHECK SPECIFICATIONS
(on hoist, with front wheels free to turn)
PRESSURE TAP ORDER ON CASE FROM BELLHOUSING TO END COVER
ALL PRESSURE SPECIFICATIONS ARE PSI

Gear Actual - - - - - - - - - - - - - - - PRESSURE TAPS - - - - - - - - - - - - - - - -

Selector Gear Under- Over- Reverse Lockup 2/4 Low/
Position Drive Drive Clutch Off Clutch Reverse
Clutch Clutch Clutch
PARK * PARK 0-2 0-5 0-2 60-110 0-2 115-145
0 mph
REVERSE * REVERSE 0-2 0-7 165-235 50-100 0-2 165-235
0 mph
NEUTRAL * NEUTRAL 0-2 0-5 0-2 60-110 0-2 115-145
0 mph
L # FIRST 110-145 0-5 0-2 60-110 0-2 115-145
20 mph
D # SECOND 110-145 0-5 0-2 60-110 115-145 0-2
30 mph
D # DIRECT 75-95 75-95 0-2 60-90 0-2 0-2
45 mph
OD # OVERDRIVE 0-2 75-95 0-2 60-90 75-95 0-2
30 mph
OD # OVERDRIVE 0-2 75-95 0-2 0-5 75-95 0-2
50 mph LOCKUP
*Engine speed at 1500 rpm
#CAUTION: Both front wheels must be turning at same speed.

NOTES

61
 ULTRADRIVE AUTOMATIC TRANSAXLE
DEFAULT CODE CHART "A"

Low fluid level X X X X X X X X X X X

Aerated fluid (high fluid level) X X X X X X X X X X
Worn or damaged reaction
shaft support seal rings X X
Worn or damaged input shaft seal rings X X
Worn pump X X X X X X X X X X X X
Damage or failed clutches:
UD clutch X
OD clutch X X X
Reverse clutch X
2/4 clutch X X X
LIR clutch X X
Damaged clutch seals X X X X X X X X
Worn or damaged accumulator seal rings X X X X X X X X
Plugged filter X X X X X X X X X
Stuck/sticky valves X X X X X X X X X X
Solenoid switch valve X
Lockup switch valve X
Torque converter control valve X
Regulator valve X X X X X X X X
Valve body leakage X X X X X X X X X X X X X )
Pressures too high X X X X X X X X X
Internal solenoid leak X X X X X X X X X X X X X
Torque converter lockup clutch failure X X X X X X X X X
Faulty cooling system X X X X X X X X
Damaged speed sensor gear teeth X
Planetary gear sets broken or seized X

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62
 ULTRADRIVE AUTOMATIC TRANSAXLE
TORQUE CONVERTER STALL TEST Noise
A whining or siren-like noise due to fluid flow
WARNING: Do not let anyone stand in front of vehi-
is normal during stall operation with some torque
cle during test.
converters; however, loud metallic noises from
The stall test consists of determining the en-
loose parts or interference within the assembly
gine speed obtained at full throttle in "D" pos_i-
indicate a defective torque converter. To con-
tion only, with the front wheels blocked. Th1s
firm that the noise originates with the torque
test checks the torque converted stator clutch
converter, operate the vehicle at light throttle in
operation, and the holding ability of the transaxle
D and N on a hoist and listen under the transaxle
clutch. The transaxle oil level should be checked
bell housing.
and the engine brought to normal operating tem-
perature before stall operation. Both the parking
and service brakes must be fully applied and front
CLUTCH AIR PRESSURE TESTS
wheels blocked while making this test.
Clutch Air Pressure Checks
Do not hold the throttle open any longer than
Inoperative clutches can be located using a
is necessary to obtain a maximum engine speed
series of tests by substituting air pressure for
reading, and never longer than five seconds at a
fluid pressure (Figs. 2 and 3). The clutches m~y
time. If more than one stall check is required,
be tested by applying air pressure to thetr
operate the engine at approximately 1,000 q~m
respective passages after the valve body has
in neutral for 20 seconds to cool the transmis-
been removed and Tool 6056 has been installed.
sion fluid between runs. If engine speeds ex-
To make air pressure tests, proceed as follows:
ceeds the maximum limits shown, release the
The compressed air supply must be free of all dirt
accelerator immediately since transaxle clutch
and moisture. Use a pressure of 30 PSI.
slippage is indicated.
Remove oil pan and valve body. (See Valve body
removal.)
Stall Speed Above Specification
If stall speeds exceeds the maximum specified engine
speed of 2240 to 2440 rpm by more than 200 rpm,
transaxle clutch slippage is indicated. Follow the tran-
saxle oil pressure and air presure checks outlined in this
section to determine the cause of slippage.

Stall Speed Below Specification

Low stall speeds with a properly tuned en-
gine indicate torque converter stator clutch prob-
lems. A road test will be necessary to identify
the exact problem.
If stall speeds are 250-350 rpm below minimum
specification, and the vehicle operates properly
at highway speeds, but has poor through-gear
acceleration, the stator overrunning clutch is ACCUMULATORS 8921-182
slipping.
If stall speed and acceleration are normal, but Fig. 2-Air Pressure Test Plate
abnormally high throttle opening is required to
maintain highway speeds, the stator clutch has Overdrive Clutch
seized. Apply air pressure to the overdrive clutch ap-
Both of these stator defects require replace- ply passage and watch for the push/pull piston _to
ment of the torque converter. move forward. The piston should return to 1ts
starting position when the air pressure is removed.

63
 ULTRADRIVE AUTOMATIC TRANSAXLE
TOOL 6056 AIR NOZZLE
Fig. 3-Testing Reverse Clutch
Reverse Clutch
Apply air pressure to the reverse clutch apply
passage and watch for the push/pull piston to
move rearward. The piston should return to its
starting position when the air pressure is removed.
2/4 Clutch
Apply air pressure to the feed hole located on
the 2/4 clutch retainer. Look in the area where
the 2/4 piston contacts the first separator plate
and watch carefully for the 2/4 piston to move
rearward. The piston should return to its origi-
nal position after the air pressure is removed.
Low/Reverse Clutch
Apply air pressure to the low/reverse clutch
feed hole (rear of case, between 2 bolt holes).
Then, look in the area where the low/reverse
piston contacts the first separator plate and watch
carefully for the piston to move forward. The
piston should return to its original position after
the air pressure is removed.
Underdrive Clutch
Because this clutch piston cannot be seen, its
operation is checked by function. Air pressure is
applied to the low/reverse and the 2/4 clutches.
This locks the output shaft. Use a piece of rub-
ber hose wrapped around the input shaft and a
pair of clamp-on pliers to turn the input shaft.
Next apply air pressure to the underdrive clutch.
The input shaft should not rotate with hand
torque. Release the air pressure and confirm
that the input shaft will rotate.
64
FLUID LEAKAGE-TRANSAXLE
TORQUE CONVERTER HOUSING AREA
(1) Check for source of leakage.
Since fluid leakage at or around the torque
converter area may originate from an engine oil
leak, the area should be examined closely. Fac-
tory fill fluid is dyed red and , therefore, can be
distinguished from engine oil.
(2) Prior to removing the transaxle, perform
the following checks:
When leakage is determined to originate from
the transaxle, check fluid level prior to removal
of the transaxle and torque converter.
High oil level can result in oil leakage out the
vent in the manual shaft. If the fluid level is
high, adjust to proper level.
After performing this operation, inspect for
leakage. If a leak persists, perform the following
operation on the vehicle to determine if it is the
torque converter or transaxle that is leaking.
)
MATERIAL: 5" X 1-1 /2" X
SHIELD 1/32" SHEET METAL
BOLT RY287
Fig. 4-Leak Locating Test Probe Tool
Leakage Test Probe
(1) Remove torque converter housing dust
shield.
(2) Clean the inside of torque converter hous-
ing (lower area) as dry as possible. A solvent
spray followed by compressed air drying is pref-
erable.
(3) Fabricate and fasten test probe (Fig. 4) se-
curely to convenient dust shield bolt hole. Make
certain torque converter is cleared by test probe.
Tool must be clean and dry.
(4) Run engine at approximately 2,500 rpm with
transaxle in neutral, for about 2 minutes. Trans-
axle must be at operating temperature.
(5) Stop engine and carefully remove tool.
 ULTRADRIVE AUTOMATIC TRANSAXLE
(6) If upper surface of test probe is dry, there 15/32" DRILL 2 HOLES
is no torque converter leak. A path of fluid across
probe indicates a torque converter leak. Oil leak-
ing under the probe is coming from the transaxle
torque converter area.
(7) Remove transaxle and torque converter as-
sembly from vehicle for further investigation. The
fluid should be drained from the transaxle. Re-
install oil pan (with RTV sealant) at specified 1-------13-5/16" - - - - - . - J
torque. ,_ _ _ _ _ _ 15-1/4" ------~

WELD BREAK EDGE 1/ 16" MIN .

OR BRAZE 1 - - - - - - - - - - 16-112" ------~
MATERIAL: 1I 4" STEEL STOCK
1-1/4" WIDE RY288A

Fig. 6-Hub Seal Cup Retaining Strap

SEAL THIS END AIR TIGHT

0 Air Pressure Test of Transaxle
Fabricate equipment needed for test as shown
in Figures 5 and 6.
The transaxle should be prepared for pres-
sure test as follows after removal of the torque
MATERIAL: 1-1/2 INCH O.D. THIN converter:
WALLED STEEL TUBING AND (1) Plug dipstick tube and plug oil cooler line
1/8 INCH STEEL DISC RN780 fitting. Remove vent from manual shaft and in-
stall a 1/8 inch pipe plug.
Fig. 5-Torque Converter Hub Seal Cup CAUTION: Prevent manual shaft rotation during in-
stallation and removal.
Possible sources of transaxle torque converter
(2) With rotary motion, install converter hub
area fluid leakage are:
(1) Torque converter hub seal.
seal cup over input shaft, and through the con-
(a) Seal lip cut, check torque converter hub verter hub seal until the cup bottoms against the
finish. pump gear lugs. Secure with cup retainer str~p
(b) Bushing moved and/or worn. (Fig. 6) using starter upper hole and oppos1te
(c) Oil return hole in pump housing plugged bracket hole.
(3) Attach and clamp hose from nozzle of Tool
or omitted.
(d) Seal worn out (high-mileage vehicles). C-4080 to the upper cooler line fitting position in
case.
(2) Fluid leakage at the outside diameter from
CAUTION: Do not, under any circumstances, pres-
pump housing 0-ring.
surize a transaxle to more than 10 psi.
(3) Fluid leakage at the front pump to case
(4) Pressurize the transaxle using Tool C-4080
bolts. Check condition of washers on bolts and
use new bolts, if necessary. until the pressure gauge reads 8 psi. Position
transaxle so that pump housing and case front
(4) Fluid leakage due to case or front pump
housing porosity. may be covered with soapy solution of water.
Leaks are sometimes caused by porosity in the
case or pump housing.
Torque Converter Leakage
If a leak source is located, that part and all
Possible sources of torque converter leakage
are: associated seals, 0-rings, and gaskets should be
replaced with new parts.
(a) Torque converter weld leaks at the out-
side (peripheral) weld.
(b) Torque converter hub weld.
Hub weld is inside and not visible. Do not attempt to
repair. Replace torque converter.

65
 ULTRADRIVE AUTOMATIC TRANSAXLE
DIAGNOSIS GUIDE-ABNORMAL NOISE
INSPECT AND CORRECT THE
TRANSAXLE FLUID LEVEL.
ROAD TEST TO VERIFY THAT AN
ABNORMAL NOISE EXISTS. IDENTIFY
THE TYPE OF NOISE, DRIVING
RANGES, AND CONDITIONS
WHEN THE NOISE OCCURS.

I GRINDING NOISE I I GEAR NOISE

REMOVE THE TRANSAXLE
AND CONVERTER ASSEMBLY ;
DISASSEMBLE, CLEAN AND
INSPECT All PARTS; CLEAN
THE VALVE BODY, INSTAll
All 'NEW SEALS, RINGS, AND
GASKETS; REPLACE WORN
OR DEFECTIVE PARTS.
I
I IWHINE OR BUZZ NOISEI KNOCK, CLICK,
OR SCRAPE NOISE I
CHECK FOR CORRECT LISTEN TO TRANSAXLE REMOVE TORQUE
LOCATION OF RUBBER AND CONVERTER FOR CONVERTER DUST SHIELD
ISOLATOR SLEEVE ON
SHIFT CABLE (CENTER
- SOURCE OF NOISE. AND INSPECT FOR LOOSE
OR CRACKED CONVERTER
OF CABLE). DRIVE PLATE; INSPECT FOR
I CONTACT OF THE STARTER
TRANSFER SET DRIVE WITH THE
REMOVE THE TRANSAXLE; STARTER RING GEAR.
REPLACE THE OUTPUT
AND TRANSFER SHAFT
G EARS

PLANETARY SET DIFFERENTIAL DRIVE SET

REMOVE THE TRANSAXLE; REMOVE THE TRANSAXLE;
REPLACE PLANETARY SET REPLACE TRANSFER
SHAFT AND RING
TRANSAXLE HAS BUZZ GEAR CONVERTER HAS LOUD
OR WHINE BUZZ OR WHINE
REPLACE l
REMOVE ALL THREE OIL PANS; TORQUE CONVERTER
(SUMP, DIFFERENTIAL,
DEBRIS PRESENT
AND GEAR COVER)
REMOVE TRANSAXLE AND
INSPECT FOR DEBRIS
CONVERTER AS AN ASSEMBLY ;
INDICATING WORN OR
DISASSEMBLE, CLEAN AND
NO DEBRIS PRESENT FAILED PARTS.
INSPECT All PARTS, CLEAN THE
REMOVE VALVE BODY, l VALVE BODY, INSTALL All
DISASSEMBLE, CLEAN AND NEW SEALS,, RINGS AND
INSPECT PARTS. REASSEMBLE, GASKETS; REPLACE WORN
INSTALL. CHECK OPERATION OR DEFECTIVE PARTS.
REPLACE I
AND PRESSURES.
TORQUE CONVERTER I PU292B

NOTES

66
 ULTRADRIVE AUTOMATIC TRANSAXLE
DIAGNOSIS GUIDE-VEHICLE WILL NOT MOVE
CHECK THE TRANSAXLE FLUID
LEVEL BEFORE STARTING THE
ENGINE. IF NO FLUID IS VISIBLE
ON THE DIPSTICK, ADD FLUID
TO THE " ADD" MARK BEFORE
STARTING THE ENGINE. THEN
START THE ENGINE WITH THE ABNORMAL NOISE,
TRANSAXLE IN NEUTRAL AND STOP ENGINE IMMEDIATELY,
LISTEN FOR NOISE. REMOVE THE TRANSAXLE AND
CONVERTER AS AN ASSEMBLY.
DISASSEMBLE, CLEAN AND
NO ABNORMAL NOISE,
INSPECT ALL PARTS. CLEAN
MOVE THE SELECTOR TO A
VALVE BODY; INSTALL ALL NEW
FORWARD DRIVE RANGE AND
SEALS, RINGS AND GASKETS;
OBSERVE THE FRONT WHEELS
REPLACE WORN OR DEFECTIVE
FOR TURNIN G
PARTS.

DRIVE SHAFTS TURN DRIVE SHAFTS DO NOT

BUT FRONT WHEELS DO NOT TURN
TURN , INSPECT FOR BROKEN REMOVE ALL THREE OIL DEBRIS IS PRESENT.
DRIVE SHAFT PARTS. PANS. INSPECT FOR DEBRIS REMOVE TRANSAXLE AND
AND IF AXLE SHAFTS CONVERTER AS AN ASSEMBLY;
NO DEBRIS. ARE PROPERLY INSTALLED. DISASSEMBLE, CLEAN AND
REMOVE VALVE BODY. INSPECT ALL PARTS; CLEAN THE
DISASSEMBLE, CLEAN AND VALVE BODY. INSTALL ALL NEW
INSPECT ALL PARTS. REASSEMBLE, SEALS, RINGS, AND GASKETS;
INSTALL AND CHECK PRESSURES REPLACE REPLACE WORN OR
AND OPERATION . TORQUE CONVERTER DEFECTIVE PARTS.
FLUSH COOLER
AND LINES PU293B
)
DIAGNOSIS GUIDE-FLUID LEAKS
VISUALLY INSPECT FOR SOURCE OF LEAK. IF
THE SOURCE OF LEAK CANNOT BE READILY
DETERMINED, CLEAN THE EXTERIOR OF THE
TRANSAXLE. CHECK TRANSAXLE FLUID
LEVEL. CORRECT IF NECESSARY.

THE FOLLOWING LEAKS MAY BE CORRECTED THE FOLLOWING LEAKS REQUIRE REMOVAL
WITHOUT REMOVING THE TRANSAXLE: OF THE TRANSAXLE AND TORQUE
MANUAL LEVER SHAFT OIL SEAL CONVERTER FOR CORRECTION.
PRESSURE GAUGE PLUGS TRANSAXLE FLUID LEAKING FROM THE
NEUTRAL START SWITCH LOWER EDGE OF THE CONVERTER HOUSING;
OIL PAN RTV CAUSED BY FRONT PUMP SEAL, PUMP TO
OIL COOLER FITTINGS CASE SEAL, OR TORQUE CONVERTER WELD.
EXTENSION HOUSING TO CASE BOLTS
CRACKED OR POROUS
SPEEDOMETER ADAPTER " 0 " RING
TRANSAXLE CASE.
FRONT BAND ADJUSTING SCREW
EXTENSION HOUSING AXLE SEAL
DIFFERENTIAL BEARING RETAINER AXLE SEAL
REAR END COVER RTV
DIFFERENTIAL COVER RTV
EXTENSION HOUSING " 0 " RING
DIFFERENTIAL BEARING RETAINER RTV
PU294B

67
 ULTRADRIVE AUTOMATIC TRANSAXLE
PO~~IRI F r.AIISF DIAGNOSIS CHART "B"
Engine Performance X X X X X
Worn or faulty clutch(es) X X X X X X X X X X
-Underdrive clutch X X X X X X
-Overdrive clutch X X X X X
-Reverse clutch X X X X
-2/4 clutch X X X X
-Low/reverse clutch X X X X X
Clutch(es) dragging X
Insufficient clutch plate clearance X X
Damaged clutch seals X X X
Worn or damaged accumulator seal ring(s) X X X X X
Faulty cooling system X
Engine coolant temp. too low X X
Incorrect gearsh itt control
linkage adjustment X X X X X
Shift linkage damaged X
Chipped or damaged gear teeth X X
Planetary gear sets broken or seized X X
Bearings worn or damaged X X
Driveshaft(s) bushing(s) worn or damaged X
Worn or broken reaction shaft
X X X X X
support seal rings
Worn or damaged input shaft seal rings X X X
Valve body malfunction or leakage X X X X X X X X X X X
Hydraulic pressures too low X X X X X X X
Hydraulic pressures too high X X X X
Faulty oil pump X X X X X
Oil filter clogged X X X X X
Low fluid level X X X X X X X X
High fluid level X X
Aerated fluid X X X X X X X X X
Engine idle speed too low X X
Engine idle speed too high X X X X
Normal solenoid operation X
Solenoid sound cover loose X
Sticking lockup piston X

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68
 ULTRADRIVE AUTOMATIC TRANSAXLE
MAINTENANCE AND ADJUSTMENTS
Page
Gearshift Linkage Adjustments . . . . . . . . . . . . . . . . .
LUBRICATION
Inspect fluid level on indicator every six months
(Fig. 1) with engine idling and transaxle in park
or neutral position. Allow the engine to idle for at
least one minute with vehicle on level ground. This
will assure complete oil level stabilization between
differential and transmission. A properly filled
transaxle will read near the "add" mark when
fluid temperature is 21 degrees Celsius (70 de-
grees Fahrenheit) and in the "HOT" region at 82
degrees Celsius (180 degrees Fahrenheit) (average
operating temperature).
Fluid and Filter Changes
Fluid and filter changes are not required for
average passenger vehicle usage.
Severe usage as defined below, requires that
fluid and filter be changed, the magnet (on the
inside of the oil pan) should be cleaned with a
clean, dry cloth every 24 000 km (15,000 miles).
) (a) More than 50% operation in heavy city traf-
fic during hot weather above 32C (90F.).
(b) Police, Taxi, Commercial Type Operation,
and Trailer Towing.
When the factory fill fluid is changed as recommended
above, only fluids of the type labeled MOPAR ATF
PLUS (Automatic Transmission fluid) Type 7176,
or DEXRON II, should be used. A filter change should
be made at the time of the oil change and the mag-
net (on the inside of the oil pan) should be cleaned
with a clean, dry cloth.
) the grommets should be replaced with new grommets.
Fig. 1-0il Level Indicator Location
INDEX
Page
69 Lubrication 69
AUTOMATIC TRANSAXLE
FLUID LEVEL INDICATOR
(DIPSTICK)
SEE SELECTION OF LUBRICANT
FOR RECOMMENDED FLUID TYPE
B900-4
Fig. 2-0il Level Indicator
If the transaxle is disassembled for any reason, the
fluid and filter should be changed.
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 0-ring on bottom of
the valve body.
(4) Clean the oil pan and magnet. Reinstall pan
using new RTV sealant. Tighten oil pan bolts to
19 Nm (165 in. lbs.).
(5) Pour four quarts of MOPAR ATF PLUS
(Automatic Transmission Fluid) Type 7176, or
DEXRON II, through the fill tube.
(6) Start engine and allow to idle for at least
one minute. Then, with parking and service brakes
applied, move selector lever momentarily to each
position, ending in the park or neutral position.
(7) Add sufficient fluid to bring level to 118
inch below the "ADD" mark.
Recheck fluid level after transaxle is at nor-
mal operating temperature. The level should be
in the "HOT" region (Fig. 1).
To prevent dirt from entering transaxle, make
certain that dipstick is seated into the dipstick
fill tube.
GEARSHIFT LINKAGE ADJUSTMENT
When it is necessary to disassemble linkage cable
from levers, which use plastic grommets as retainers,
Use a prying tool to force rod from grommet in lev-
er, then cut away old grommet. Use pliers to snap
69
 ULTRADRIVE AUTOMATIC TRANSAXLE
new grommet into lever and rod into grommet.
CAUTION: Set parking brake.
(1) Place gearshift lever in "P" (PARK) position.
(2) Loosen clamp bolt on gearshift cable bracket.
(3) Column shift: Insure that preload adjustment
spring engages fork on transaxle bracket.
(4) Pull the shift lever by hand all the way to
the front detent position (PARK) and tighten lock
screw to 11 Nm (100 in. lbs.). Gearshift linkage
should now be properly adjusted.
SERVICE IN VEHICLE
Page
Aluminum Thread Repair . . . . . . . . . . . . . . . . . . . . . .
General Information ... .. . . . . . . . . . . . . . . . . . . . . . .
GENERAL INFORMATION
Various transaxle components can be removed
for repairs without removing the transaxle from
the vehicle. The removal, reconditioning, and in-
stallation procedures for some of these compo-
nents are covered here.
The valve body (see service out of vehicle) may be
serviced in the vehicle, as can the parking sprag,
solenoid assembly, PRNDL Switch, Neutral/Safety
switch, and extension housing oil seal.
SPEEDOMETER PINION GEAR
When the speedometer pinion adapter Is removed
for any reason, a NEW 0-ring must be Installed on
the outside diameter of the adapter.
Remove and Install
(1) Remove bolt and washer assembly securing
speedometer pinion adapter in the extension
housing.
(2) With cable housing connected, carefully work
adapter and pinion out of the extension housing.
(3) Remove the retainer and remove the pin-
ion from the adapter.
(4) lftransmission fluid is found in cable hous-
ing, install a new speedometer pinion and seal
assembly.
(5) Check adjustment as follows:
(a) Detent position for neutral and drive
should be within limits of hand lever gate stops.
(b) Key start must occur only when shift lev-
er is in park or neutral positions.
(6) To remove button assembly, completely re-
move knob attaching fasteners. Pull knob "up"
sharply. Proceed as outlined in console removal,
"Group 23."
After console is back in place, install knob
and button by reversing the above procedure.
INDEX
Page
70 Speedometer Pinion Gear ..................... . 70
70 Valve Body Recondition ..... . .... .... ....... . . 75
(5) If transmission fluid is found leaking be-
tween the cable and adapter, replace the small
0-ring on the cable. Remove the adapter from
the cable. Replace the 0-ring.
(6) Install the adapter on the cable.
(7) Install the pinion on adapter with a new
large 0-ring and install retainer on pinion and
adapter. Be sure the retainer is properly seated.
Before installing pinion, adapter, and cable
assembly make sure adapter flange and its mat-
ing areas on extension housing are clean. Dirt or
sand will cause misalignment resulting in speed-
ometer pinion gear damage.
(8) Install bolt and washer. Tighten retainer
bolt to 7 Nm (60 in. lbs.).
ALUMINUM THREAD REPAIR
Damaged or worn threads in the aluminum
transaxle case and valve body can be repaired by
the use of Heli-Coils, or equivalent. Essentially,
this repair consists of drilling out the worn-out
damaged threads, tapping the hole with a special
Heli-Coil tap, or equivalent, and installing a Heli-
Coil insert, or equivalent, into the tapped hole.
This brings the hole back to its original thread
size.
Heli-Coil, or equivalent, tools and inserts are
readily available from most automotive parts
suppliers.
70
 ULTRADRIVE AUTOMATIC TRANSAXLE
SERVICE OUT OF VEHICLE
INDEX
Page Page
Assembl y- Subassembly Installation . . . . . . . . . . . . 91 Grounded Clutches . . . . . . . . . . . . . . . . . . . . . . . . . 81
Bearing Adjustment Procedures . . . . . . . . . . . . . . . . 112 Input Clutches Assembly . . . . . . . . . . . . . . . . . . . . 94
Checking Input Shaft End Play . . . . . . . . . . . . . . . . . 79 Oil Pump and Reaction Shaft Support . . . . . . . . . 79
Differential Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 Transfer Shaft Repair . . . . . . . . . . . . . . . . . . . . . . . 86
Disassembly- Subassembly Recon dition . . . . . . . . . 94 Valve Body Installation . . . . . . . . . . . . . . . . . . . . . . 76
Input Shaft End Play . . . . . . . . . . . . . . . . . . . . . . . . . . 92 Valve Body Removal . . . . . . . . . . . . . . . . . . . . . . . . 75
Metric Con version- Inches to Mi ll imeters . . . . . . . . 115 Valve Body Recondition . . . . . . . . . . . . . . . . . . . . . 76
Oil Cooler and Tubes Reverse Flushing . . . . . . . . . . 71 Solenoid Assembly-Replace . . . . . . . . . . . . . . . . . . . . 72
Pump Oil Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79 Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
Recondition Subassemblies: Tightening Reference . . . . . . . . . . . . . . . . . . . . . . . . . 117
Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 Transaxle Removal and Installation . . . . . . . . . . . . . 71
OIL COOLERS AND TUBES REVERSE FLUSHING
When a transaxle failure has contaminated the
fluid , the oil cooler(s) should be flushed and the
torque converter replaced with an exchange unit
to insure that metal particles or sludged oil are
not later transferred back into the reconditioned
(or replaced) transaxle.
(1) Place a 'length of flush hose' over the end
of the lower (to cooler) oil cooler hose. Insert
flush hose securely into a waste oil container.
(2) Apply compressed air to the upper oil cooler
hose in very short, sharp blasts.
) (3) Pump approximately one pint of MOPAR
ATF PLUS (automatic transmission fluid) type
7176 into the upper (from cooler) oil cooler hose.
(4) Repeat step (2). Remove 'length of flush hose.'
TRANSAXLE REMOVAL AND INSTALLATION
See Group 7-Cooling to drain engine cooling system
and remove coolant return extension.

Removal (See A-413 Automatic Transaxle)

Installation (See A-413 Automatic Transaxle)

A-604 TRANSAXLE IDENTIFICATION

DIFFERENTIAL
COVER

Fig. 3-5ound Cover Installed

8921-16

Fig. 1-Transax/e Right Side

71
 ULTRADRIVE AUTOMATIC TRANSAXLE

Fig. 4-Position Manual Valve Fig. 3-Sound Cover

SOCKET
SOLENOID ASSEMBLY-REPLACE WRENCH

SOLENOID
ASSEMBLY

Fig. 4-Attaching Screws

Fig. 1-lnput Speed Sensor .1\4----- SOLENOID

ASSEMBLY

8921-24

Fig. 5-Solenoid Assembly

Fig. 2-lnput Speed Sensor-Removed

72
 ULTRADRIVE AUTOMATIC TRANSAXLE
PRNDL SWITCH OUTPUT SPEED SENSOR

PRESSURE
TAP PLUGS

Fig. 1-PRNDL Switch Fig. 1-0utput Speed Sensor

NEUTRAL SAFETY SWITCH NOTES

8921-26 NEUTRAL SAFETY SWITCH

Fig. 1-Neutral Safety Switch

73
 DIFFERENTIAL UNDERDRIVE CLUTCH OVERDRIVE CLUTCH REVERSE CLUTCH 24 CLUTCH

c:
q
:0
LOW/REVERSE
:t=..
II t:J
CLUTCH

:0
.....
~
:t=..
c:
.....
-...,J
+:> (~ \--\\ __j.j ~\\\'6\ \ Jr b\UJ I ~\1 \\ '1~~~\~~ ff!T~~l\ 1 0
~
:::!
0
~
:t=..
:z:
(/)
:t=..

\~
\' J" ~~~
.. .,~
8921-15

-
 ULTRADRIVE AUTOMATIC TRANSAXLE
VALVE BODY
Prior to removing any transaxle subassemblies, plug
all openings and thoroughly clean exterior of the unit,
preferably by steam. Cleanliness through entire disassem-
bly and assembly cannot be overemphasized. When
disassembling , each part should be washed in a suitable
solvent, then dried by compressed air. Do not wipe parts
with shop towels. All mating surfaces in the transaxles
are accurately machined; therefore, careful handling of
all parts must be exercised to avoid nicks or burrs. Tag
all springs as they are removed, for reassembly
identification.

OIL PAN
BOLTS
(USE RTV UNDER
Fig. 3-0i/ Filter
BOLT HEADS)

8921-28

Fig. 1-0i/ Pan Bolts

Fig. 4-Va/ve Body Attaching Bolts

Fig. 2-0i/ Pan

Fig. 5-Push Park Rod Rollers from Guide Bracket

75
 ULTRADRIVE AUTOMATIC TRANSAXLE

----- 8921-33

Fig. &-Remove or Install Valve Body Fig. 9-Retaining Plate Screw

SEPARATOR
PLATE

OIL 1-37

Fig. 7-Valve Body Removed Fig. 10-Transfer Plate and Separator Plate
SCREW

8921-35

Fig. 8-Manua/ Shaft Screw Fig. 11-Transfer Plate

76
 ULTRADRIVE AUTOMATIC TRANSAXLE

NOTES

BALL CHECK

Fig. 12-Ba/1 Check and Retainer Locations

SEAL ~VENT

ROOSTER COMB
cQ]..______ _ --r------"~L------------11~
\
MANUAL SHAFT
d ~

INSULATOR

) ~

D
PARKING SPRAG ROD

RETAINER

24ACCUMULATOR~ ~
(]O([JD~
REGULATOR VALVE ~RETAINER

SOLENOID SWITCH VALVE ~ (D (D m n=t:1J=1J::n RETAINER

MANUALVA~E~ ~
RETAINER

LOCKUP
SWITCH VALVE

TIC CONTROL VALVE

)
8921-39 VALVES REMOVED VALVES INSTALLED

Fig. 13-5prings and Valves Identification

77
 ULTRADRIVE AUTOMATIC TRANSAXLE
LOCKUP SWITCH VALVE ACCUMULATOR RETURN
SPRING PLUG PISTON SPRING
(OVERDRIVE OR
UNDERDRIVEJ

SEAL RING

8921-40 8921-43
Fig. 14-Remove or Install Dual Retainer Plate

8921-41
Fig. 15-Remove or Install Retainer Plate
Fig. 3-Low/Reverse Accumulator Snap Ring
When installing valve body assembly onto trans-
axle, observe Figure 5 and guide park rod rollers
into guide bracket, while shifting manual lever
assembly out of the installation position.
ACCUMULATORS
UNDERDRIVE CLUTCH
ACCUMULATOR

Fig. 4-Low/Reverse Accumulator Plug (Cover)

Fig. 1-Accumulators 78
 ULTRADRIVE AUTOMATIC TRANSAXLE
Fig. S-Low/Reverse Accumulator Piston
Fig. 6-Low/Reverse Accumulator
OIL PUMP SEAL REPLACE
Fig. 1-Remove Oil Pump Seal
79
Fig. 2-lnsta/1 Oil Pump Seal
TRANSAXLE RECONDITION
Tag all clutch pack assemblies, as they are removed,
for reassembly identification.
Input Shaft End Play
Measuring input shaft end play before disas-
sembly will usually indicate when a #4 thrust
plate change is required, (except when major
parts are replaced). The #4 thrust plate is lo-
cated behind the overdrive clutch hub.
(1) Attach a dial indicator to transaxle bell
housing with its plunger seated against end of
input shaft (Fig. 1).
Move input shaft in and out to obtain end play
reading. End play specifications are .31 to .76
mm (.012 to .030 inch).
(2) Record indicator reading for reference when
reassembling the transaxle.
Fig. 1-Measure Input Shaft End Play
 ULTRADRIVE AUTOMATIC TRANSAXLE

Fig. 2-Pump Attaching Bolts Fig. 5-0i/ Pump Removed

Fig. 3-lnsta/1 Tool C-3752 Fig. 6-0i/ Pump Gasket

CAUTION: Be sure input speed sensor is removed

before removing oil pump.
"PUSH IN" ON INPUT :::=----~:::.....
SHAFT WHILE ----:;:>-~----
REMOVING PUMP ~~~'-?-;~.J..-__

Fig. 7-#1 Caged Needle Bearing

8921-53 )
Fig. 4-Remove Oil Pump

80
 ULTRADRIVE AUTOMATIC TRANSAXLE

REAR SUN GEAR...__

Fig. 8-lnput Shaft Clutches Assembly Fig. 11-Rear Sun Gear

COMPRESS JUST ENOUGH TO
REMOVE OR INSTALL
SNAP RING

I
)

Fig. 9-Front Sun Gear Assembly Fig. 12-214 Clutch Retainer Snap Ring

Fig. 10-Front Carrier and Rear Annulus Assembly Fig. 13-Remove 214 Clutch Retainer
._)

81
 ULTRADRIVE AUTOMATIC TRANSAXLE
0

CAUTION:
TAG AND IDENTIFY
CLUTCH PACKS
TO ASSURE
24 CLUTCH ORIGINAL \1\
RETURN SPRING PLACEMENT \\1

Fig. 14-214 Clutch Retainer Fig. 17-214 Clutch Pack

Tag 2/4 clutch pack for reassembly identification.

LOW/REVERSE CLUTCH
REACTION
-....;;::LOW/REVERSE TAPERED
SNAP RING
(TAPERED SIDE UP)
u

Fig. 15-214 Clutch Return Spring

Fig. 18-Tapered Snap Ring

NOTES

Fig. 16--214 Retainer and Spring Indexed

I
82
 ULTRADRIVE AUTOMATIC TRANSAXLE
SNAP RING ENDS
LOCATED IN CASE
~-~~-~..... (NOT BY REACTION
PLATE LUGS)
ACROSS FROM
OIL PAN FACE.

Fig. 21-Low/Reverse Reaction Plate

SEQUENCE
(DTHRU@ = REMOVE
A THRU H - INSTALl DO NOT REUSE SNAP RING

TR~NSAXLE CASE OIL PAN FACE / '

7
8921-69

Fig. 19-Tapered Snap Ring Instructions \ .

TAPERED
SNAP RING
(INSTALL
AS SHOWN)
J
8921-72

Fig. 22-Remove One Disc

SCREWDRIVER LOW/REVERSE REACTION
PLATE FLAT SNAP RING
~

8921-70

Fig. 20-Snap Ring Installed

NOTES

Fig. 23-Low!Reverse Reaction Plate Snap Ring

83
 ULTRADRIVE AUTOMATIC TRANSAXLE

CAUTION: TAG AND IDENTIFY

PACKS TO ASSURE
ORIGINAL PLACEMENT. 8921-74

Fig. 24-Low/Reverse Clutch Pack Fig. 27-Remove Transfer Shaft Gear Nut

Tag low/reverse clutch pack for reassembly

identification.

REAR COVER
BOLTS

Fig. 28-Transfer Shaft Gear Nut and Washer

8921-75 BOLTS TOOL l-4407-6

Fig. 25-Rear Cover Bolts

Fig. 29-Remove Transfer Shaft Gear

Fig. 26-Rear Cover

84
 ULTRADRIVE AUTOMATIC TRANSAXLE

Fig. 30-/nsta/1 Transfer Shaft Gear Fig. 33-Bearing Cup Retainer

TRANSFER SHAFT TOOL5048
GEAR WITH JAWS
TOOL5048-4
WRENCHES AND BUTION
l6055

TRANSFER
SHAFT
8921-81 GEAR 8921-84

Fig. 31-Tighten Nut to 271 Nm (200Ft. Lbs.) Fig. 34-Remove Transfer Shaft Bearing Cone
ARBOR PRESS RAM --10-1 HANDLE C-4171

TOOL5052

NEW BEARING CONE

SHIM (SELECT) 8921-85

Fig. 32-Transfer Shaft Gear and (Select) Shim Fig. 35-lnsta/1 Transfer Shaft Bearing Cone

85
 ULTRADRIVE AUTOMATIC TRANSAXLE
WRENCHES 6062

TRANSFER SHAFT
BEARING CUP
RETAINER 8921-86

Fig. 36---Remove Transfer Shaft Bearing Cup Fig. 39--Transfer Shaft

HANDLE C-4171 ARBOR PRESS RAM - - - ' - . . _...J

TOOL6061
ARBOR PRESS RAM

TOOL P-334
USE REMOVED BEARING
CUP TO SUPPORT RETAINER )

8921-87 8921-90

Fig. 37-/nsta/1 New Bearing Cup Fig. 40--Remove Transfer Shaft Bearing Cone
SNAP RING PLIERS TOOL 6052
TOOL6051
'e
)

ARBOR PRESS RAM

NEW BEARING CONE

TRANSFER SHAFT 8921-91

Fig. 38-Transfer Shaft Bearing Snap Ring Fig. 41-/nsta/1 Bearing Cone

86
 ULTRADRIVE AUTOMATIC TRANSAXLE
BEARING CUP BEARING CONE

BOLTS
TOOL L-4407-6 ~~~-~--:::;;;J

8921-95

Fig. 42-Bearing Cup Removed Fig. 45-Remove Output Gear

Fig. 43-Remove Output Gear Bolt Fig. 46-lnstall Output Gear

OUTPUT GEAR TORQUE WRENCH

\.) Fig. 44-0utput Gear Bolt and Washer Fig. 47-Tighten Output Gear to 271 Nm (200Ft. Lbs.)

87
 ULTRADRIVE AUTOMATIC TRANSAXLE

Fig. 48-0utput Gear and (Select) Shim Fig. 51-Rear Carrier Assembly
TOOL5048
WITH JAWS
5048-5 AND
BUTION l-4539-2

OUTPUT 8921-99

Fig. 49-Remove Bearing Cone Fig. 52-Remove Rear Carrier Bearing Cone
ARBOR PRESS RAM ----~ HANDLE C-4171

TOOL5052

REAR
CARRIER
OUTPUT GEAR 8921-100 8921 -103
ASSEMBLY

Fig. 50-Install New Bearing Cone Fig. 53-Install Rear Carrier Bearing Cone

88
 ULTRADRIVE AUTOMATIC TRANSAXLE

B921-107

Fig. 54-Low/Reverse Spring Compressor Tool

Fig. 55-Compressor Tool in Use Fig. 58-Drive Out Support Shaft

SNAP RING OPENING 0 .r.\..__lj \ ~ SNAP RING CAUTION: When installing, be sure guide bracket
MUST BE BETWEEN V ~ PLIERS
SPRING LEVERS 0 1 and split sleeve touch the rear of the transaxle case.
(AS SHOWN)

lj&
0
Q

Fig. 56-Remove or Install Snap Ring

Fig. 59-Support Shaft and Plug

89
 ULTRADRIVE AUTOMATIC TRANSAXLE
GUIDE BRACKET PAWL

SPLIT SLEEVE

ANTIRATCHET
SPRING

STEPPED
Pl1En 8921-110 8921-113
SPACER SPACER

Fig. 60-Guide Bracket Pivot Shaft Fig. 63-Guide Bracket Disassembled

Fig. 61-Pivot Shaft and Guide Bracket Fig. 64-Low/Reverse Clutch Piston
PA GUIDE
BRACKET

ANTIRATCHET
SPRING
(MUST BE ASSEMBLED
AS SHOWN)

8921-112

Fig. 62-Guide Bracket Assembled Fig. 65-Piston Retainer Attaching Screws

_)

90
 ULTRADRIVE AUTOMATIC TRANSAXLE

Fig. 66-Piston Retainer

To assemble, reverse the above procedure. Be
sure to check both grounded clutch clearances
(Figs. 72 and 73). Before installing the input
clutches retainer, follow the instructions in "De-
termining #4 Thrust Plate Thickness" (Figs. 74,
75, 76, 77).

Fig. 67-Piston Retainer Gasket

OUTPUT GEAR
,
- /
~IAL
SPE~Ol SCREWS
6260 8921-120
Fig. 7Q-Checking Output Gear Bearings End Play

Fig. 68-Remove Both Output Bearing Cups

_)
CAUTION: Drift bearing cups all the way around.

OUTPUT GEAR
Fig. 71-Checking Output Gear Bearings Turning Torque
91
 ULTRADRIVE AUTOMATIC TRANSAXLE
USE HOOK TOOL TO Press down clutch pack with finger and zero dial
RAISE ONE CLUTCH indicator. The 2/4 clutch pack clearance is 0.76 to
DISC
2.64mm (.030 to .104 inch). If not within specifications,
the clutch is not assembled properly. There is no
adjustment for the 2/4 clutch clearance.

DETERMINING #4 THRUST PLATE THICKNESS

(Input Shaft End Play) (Figs. 74, 75, 76, and 77)

Fig. 72-Check Low/Reverse Clutch Clearance

Press down clutch pack with finger and zero

dial indicator. Low/Reverse clutch pack clearance
is 1.04 to 1.65mm (.042 to .065 inch).
Select the proper low/reverse reaction plate to
achieve specifications:

PART NO. Thickness Fig. 74-Select Thinnest #4 Thrust Plate

4377150 6.92 mm (.273 in.)
To determine the proper thickness of the #4
4377149 6.66 mm (.262 in.) thrust plate, select the thinnest #4 thrust plate.
4377148 6.40 mm (.252 in .) Using petrolatum (Fig. 74) to hold thrust plate in
4412268 6.14 mm (.242 in.) position, install input clutches retainer. Be sure
4412267 5.88 mm (.232 in.) the input clutches retainer is completely seated
4412266 5.62 mm (.221 in.) (Fig. 75).
4412265 5.36 mm (.211 in.)

Fig. 75-View Through Input Speed Sensor Hole

Fig. 73-Check 214 Clutch Clearance CAUTION: If view through input speed sensor hole
is not as shown above, the input clutches assembly
is not seated properly.

92
 ULTRADRIVE AUTOMATIC TRANSAXLE

Fig. 76--Remove Oil Pump 0-Ring Fig. 77-Measure Input Shaft End Play

By removing the oil pump 0-ring, you will be
able to install and remove the oil pump very
easily to select the proper #4 thrust plate.
CAUTION: Be sure to reinstall 0-ring on oil pump
after selecting the proper #4 thrust plate.
NOTES
Input shaft end play must be .012 to .030 inch.
For example , if end play reading is .055 inch,
select #4 Thrust Plate PN 4431666 which is .071
to .074 thick. This should provide an input shaft
end play reading of .020 inch which is within
specifications.
See chart below to select the proper #4 thrust
plate.

SHIM THICKNESS PART NUMBER

mm inch
0.93-1.00 .037- .039 4431662
1.15-1.22 .045-.048 4431663
1.37-1.44 .054-. 057 4431664
1.59-1.66 .063- .066 4431665
1.81-1.88 .071- .074 4431666
2.03-2.10 .080-.083 4431667
2.25-2.32 .089-. 091 4431668
2.47-2.54 .097-.100 4431669
2.69-2.76 . 106-.109 4446670
2.91-2.98 .114-. 117 4446671
3 . 13-3.20 .123-. 126 4446672
3.35-3.42 .132-.135 4446601

93
 ULTRADRIVE AUTOMATIC TRANSAXLE
SUBASSEMBLY RECONDITION
Input Shaft Clutches Retainer Assembly

Disassembly

AP DOWN
REVERSE CLUTCH
REACTION PLATE
TO REMOVE OR
INSTALL SNAP RING Fig. 3-Pry Reverse Clutch Reaction Plate
REVERSE CLUTCH
REACTION PLATE
(INSTALL FLAT
8921-122 SIDE DOWN)

Fig. 1-Tapping Reaction Plate

Fig. 4-Reverse Clutch Reaction Plate

REVERSE CLUTCH
PLATE

8921-123

Fig. 2-Reverse Clutch Snap Ring

CAUTION: TAG
NOTES AND IDENTIFY
CLUTCH PACKS
TO ASSURE
ORIGINAL
PLACEMENT

Fig. 5-Reverse Clutch Pack

Tag reverse clutch pack for reassembly

_)
identification.

94
 ULTRADRIVE AUTOMATIC TRANSAXLE
OVERDRIVE
SHAFT
ASSEMBLY
AND CD
CLUTCH
PACK

UNDERDRIVE
SHAFT
ASSEMBLY 8921 -130

Fig. 6-0D/Reverse Pressure Plate Snap Ring Fig. 9-Remove OD Clutch Pack
CD/REVERSE
PRESSURE
PLATE
(STEP SIDE
DOWN)

CAUTION: TAG
AND IDENTIFY
CLUTCH PACKS TO
ASSURE ORIGINAL
PLACEMENT 8921-131

Fig. 7-0D/Reverse Presssure Plate Fig. 1D-Overdrive Clutch Pack

CD/REVERSE CLUTCH WAVED Tag overdrive clutch pack for reassembly
SNAP RING
identification.

#3 THRUST #4 THRUST
PLATE PLATE
(3 TABS) (3 SLOTS)

8921-129

Fig. 8-Waved Snap Ring / - ._________8921-132

Fig. 11-0verdrive Shaft Assembly

95
 ULTRADRIVE AUTOMATIC TRANSAXLE
OD/UD CLUTCH
REACTION
PLATE
(STEP SIDE
DOWN)

Fig. 12-Underdrive Shaft Assembly Fig. 15-0D/UD Reaction Plate

#2 NEEDLE
BEARING (NOTE ---~~!'o... NOTES
3 TABS)

8921-134

Fig. 13-#2 Needle Bearing

OVERDRIVE/UNDERDRIVE SCREWDRIVER
CLUTCHES REACTION PLATE (DO NOT SCRATCH
TAPERED SNAP RING REACTION PLATE)

CAUTION :
DO NOT
REUSE
TAPERED
SNAP RING 8921-135

Fig. 14-0D/UD Reaction Plate Tapered Snap Ring

96
 ULTRADRIVE AUTOMATIC TRANSAXLE

Fig. 16-Remove One UD Clutch Disc Fig. 19-UD Spring Retainer Snap Ring
UNDERDRIVE CLUTCH UNDERDRIVE SNAP RING
\
REACTION PLATE SPRING
FLAT SNAP RING RETAINER

PISTON
8921 -138 RETURN
SPRING 8921-141

Fig. 17 -UD Clutch Flat Snap Ring Fig. 20-UD Return Spring and Retainer
CLUTCH PISTON
PLATE (NOTE 2
ANTI SPIN
TABS)

CAUTION : TAG
AND IDENTIFY
CLUTCH PACKS
TO ASSURE
ORIGINAL
REPLACEMENT

8921-139

Fig. 18-Underdrive Clutch Pack Fig. 21-Underdrive Clutch Piston

_)
Tag underdrive clutch pack for reassembly
identification.

97
 ULTRADRIVE AUTOMATIC TRANSAXLE
INPUT HUB SNAP RING OVERDRIVE/REVERSE /
(TAPERED SIDE UP PISTON /
WITH TABS IN
CAVITY)

SNAP
RING
::/ PLIERS
/ 8921-143 8921-146

Fig. 22-lnput Hub Tapered Snap Ring Fig. 25-Pull Retainer from Piston
ARBOR PRESS RAM
(COMPRESS \
RETURN SPRING
JUST ENOUGH
TO REMOVE OR INSTALL
SNAP RING)

8921-147

Fig. 23- Tap on Input Hub Fig. 26-lnstall Snap Ring

OD/REVERSE RETURN SNAP RING
PISTON SPRING

OVERDRIVE/REVERSE PISTON

Fig. 24-lnput Hub Removed Fig. 27 -Snap Ring and Return Spring

98
 ULTRADRIVE AUTOMATIC TRANSAXLE
SCREWDRIVER
(DO NOT SCRATCH
BEARING SURFACE)

LIP

8921-152

Fig. 28-Remove Input Shaft Snap Ring Fig. 2-lnsta/llnput Shaft Snap Ring
ARBOR PRESS liAM SOCKET CD/REVERSE RETURN SNAP RING
PISTON SPRING

LIP SEAL

8921-150

Fig. 29-Remove Input Shaft Fig. 3-Return Spring and Snap Ring

Assembly ARBOR PRESS RAM

(COMPRESS
Use petrolatum on all seals to ease assembly RETURN SPRING
of components. JUST ENOUGH
TO REMOVE OR INSTALL
SNAP RING)

8921-147

Fig. 4-/nstal/ Snap Ring

Fig. 1-lnsta//lnput Shaft

99
 ULTRADRIVE AUTOMATIC TRANSAXLE
PISTON
(NOTE 2
ANTI SPIN
TABS)

INPUT
CLUTCHES
RETAINER

8921-153

Fig. 5-lnstal/ OD/Reverse Piston Fig. 8-Underdrive Clutch Piston

PUSH DOWN TO INSTAll UNDERDRIVE SNAP RING
INPUT SHAFT HUB SPRING
ASSEMBLY (ROTATE RETAINER
TO ALIGN SPLINES)

PISTON
RETURN
8921-154 SPRING 8921-141

Fig. 6-lnsta//lnput Shaft Hub Assembly Fig. 9-UD Return Spring and Retainer
INPUT HUB SNAP RING TOOL5067
,...,....-""""'- (TAPERED SIDE UP
WITH TABS IN
CAVITY)

SNAP
RING
~ PLIERS

/ 8921-143 8921-195

Fig. 7-lnput Hub Tapered Snap Ring Fig. 10-Seal Compressor Tool 5067

100
 ULTRADRIVE AUTOMATIC TRANSAXLE

Fig. 11-lnsta/1 UD Spring Retainer and Snap Ring Fig. 14-lnsta/1 Last UD Clutch Disc

CLUTCH OD/UD CLUTCH

PLATE REAGION
PLATE
(STEP SIDE
DOWN)

CAUTION: TAG
AND IDENTIFY
CLUTCH PACKS
TO ASSURE
ORIGINAL
REPLACEMENT

8921-139

Fig. 12-Underdrive Clutch Pack Fig. 15-0D/UD Reaction Plate

UNDERDRIVE CLUTCH OVERDRIVE/UNDERDRIVE SCREWDRIVER
REAGION PLATE CLUTCHES REAGION PLATE (DO NOT SCRATCH
FLAT SNAP RING TAPERED SNAP RING REAGION PLATE)

CAUTION:
DO NOT
REUSE
TAPERED
SNAP RING 8921-135

Fig. 13-UD Clutch Flat Snap Ring Fig. 16--Tapered Snap Ring
_)

101
 ULTRADRIVE AUTOMATIC TRANSAXLE
Snap ring ends must be located within one finger of STEEL
the input clutch hub. Be sure that snap ring is fully BAR
seated, by pushing with screwdriver, into snap ring
groove all the way around.

OVERDRIVE/UNDERDRIVE CLUTCHES
REACTION PLATE TAPERED SNAP RING

COMPRESS
CLUTCH PACK
WITH FINGER
TO ZERO
DIAL INDICATOR 8921-157 .

Fig. 18-Set Up Dial Indicator for Clutch Clearance

USE CAUTION:
DO NOT
SCRATCH
REACTION
PLATE

Fig. 17 -Seating Tapered Snap Ring

NOTES

Fig. 19-Use Hook Tool to Raise One Clutch Disc

Underdrive clutch pack clearance must be 0.91 to

1.47mm (.036 to .058 inch). Select the proper reac-
tion plate to achieve specifications :

PART NO. THICKNESS

4377185 6.52 mm (.257 in.)
4377186 7.01 mm (.276 in.)
4377187 7.50 mm (.295 in.)
4377188 7.99 mm (.315 in.)

102
 ULTRADRIVE AUTOMATIC TRANSAXLE
OVERDRIVE OVERDRIVE/
CLUTCH REVERSE
PACK PRESSURE
PLATE

8921-159 8921-162

Fig. 20-lnsta/1 OD Clutch Pack Fig. 23-Pressure Plate Installed

OVERDRIVE REACTION PLATE
WAVED SNAP RING

CAUTION:
PRESS
) DOWN
JUST
ENOUGH
TO
EXPOSE
SNAP
RING
8921-160 GROOVE 8921-163

Fig. 21-lnsta/1 Waved Snap Ring Fig. 24-lnsta/1 Flat Snap Ring
OVERDRIVE/REVERSE OVERDRIVE/REVERSE
PRESSURE PRESSURE PLATE
PLATE

(STEP SIDE
DOWN)

8921-161

Fig. 22-0D/Reverse Pressure Plate Fig. 25-Check OD Clutch Pack Clearance

The overdrive (OD) clutch pack clearance is .042

to .096 inch. If not within specifications, the clutch
is not assembled properly. There is no adjust-
ment for the OD clutch clearance.
103
 ULTRADRIVE AUTOMATIC TRANSAXLE
SCREWDRIVER SCREWDRIVER

MUST
RAISE
REVERSE
REACTION
PLATE TO
RAISE
8921-165 SNAP RING 8921-168

Fig. 26-lnsta/1 Reverse Clutch Pack Fig. 29-Seating Snap Ring to Determine
Reverse Clutch Clearance
REVERSE
CLUTCH COMPRESS CLUTCH PACK WITH
REACTION FINGER TO ZERO INDICATOR
PLATE
(FLAT
SIDE DOWN)

8921-169
Fig. 27 -Install Reaction Plate
Fig. 30-Check Reverse Clutch Pack Clearance

The reverse clutch pack clearance is 0.76 to 1.24mm

(.030 to .049 inch). Select the proper reverse clutch snap
ring to achieve specifications:

PART NO. THICKNESS

4377195 1.56 mm (.061 in.)
4412871 1.80 mm (.071 in.)
4412872 2.05 mm (.081 in.)
4412873 2.30 mm (.090 in.)

All clutch clearances in the input clutches

retainer have been checked and approved.
To complete the assembly of the input clutches
retainer, the reverse clutch and the overdrive
Fig. 28-lnsta/1 Reverse Clutch Snap Ring clutch must now be removed from the retainer.
CAUTION: Do not intermix clutch parts. Keep in
exact same order.
Now proceed with the next phase of the as-
sembly:
104
 ULTRADRIVE AUTOMATIC TRANSAXLE
#2 NEEDLE OVERDRIVE
BEARING SHAFT
(NOTE 3 ASSEMBLY
SMALL
TABS)

Fig. 31-lnsta/1 #2 Needle Bearing Fig. 34-lnstal/ #3 Thrust Plate

OVERDRIVE #3 THRUST
SHAFT PLATE
ASSEMBLY

#3 THRUST
WASHER 8921-174
Fig. 35 -Install Overdrive Shaft Assembly
Fig. 32-lnsta/1 Underdrive Shaft Assembly
Now that both shaft assemblies and thrust washers are
properly installed, reinstall overdrive clutch and reverse
clutch as shown in Figures 20 thru 28. Rechecking these
clutch clearances is not necessary, as they were set
and approved previously.
OVERDRIVE SHAFT
ASSEMBLY

Fig. 33-lnsta/1 #3 Thrust Washer

8921-175

105
Fig. 36-lnput Shaft Clutches Assembly
 ULTRADRIVE AUTOMATIC TRANSAXLE
DIFFERENTIAL REPAIR
The transfer shaft should be removed for dif-
ferential repair and bearing turning torque check-
ing.

Fig. 4-Remove or Install Differential Cover

Fig. 1-Remove Extension Seal

Fig. 5-Differentia/ Retainer Bolts

EXTENSION HOUSING

PR2307A.

Fig. 2-/nsta/1 New Sea/Into Extension

Fig. 6--Remove or Install Bearing Retainer

Fig. 3-Differentia/ Cover Bolts 106

 ULTRADRIVE AUTOMATIC TRANSAXLE

:1/8 INCH BEAD OF RTV SEALANT

Fig. ?-Differential Bearing Retainer Fig. 1o-Differential and Extension

SPECIAL TOOL
ADAPTER C-293-45
(USE 4 PIECES)

RP453

Fig. 8-Extension Bolts Fig. 11-Remove Differential Bearing Cone

ARBOR PRESS RAM

DIFFERENTIAL
ASSEMBLY

BEARING CONE

RP454

Fig. 9--Remove or Install Extension Fig. 12-lnsta/1 Differential Bearing Cone

107
 ULTRADRIVE AUTOMATIC TRANSAXLE

Fig. 13-Remove Differential Bearing Cone Fig. 16---Remove Pinion Shaft Roll Pin
TOOL C-4171

TOOL L-4410

RING GEAR 8921-193 RP459

DIFFERENTIAL CASE
Fig. 14-lnsta/1 Differential Bearing Cone Fig. 17-Remove or Install Pinion Shaft
TORQUE WRENCH

8921-194

Fig. 15-Torque New Ring Gear Bolts to
95 Nm (70 Ft. Lbs.)
CAUTION: Always install NEW ring gear bolts. Bolts
must be properly torqued.
Fig. 18-Remove or Install Pinion Gears, Side Gears,
and Tabbed Thrust Washers, by Rotating Pinion Gears
to Opening in Differential Case

108
 ULTRADRIVE AUTOMATIC TRANSAXLE
SPECIAL TOOL C-4996
SIDE GEAR THRUST (NOTE POSITION)
WASHER {2)
[SELECT THICKNESS]

n PINION GEAR
~----- "iJ THRUST WASHER

~ ~
~ ~PINION
'V' SHAFT

PINION GEAR {2)

DIFFERENTIAL /
RP461 RP463
ASSEMBLY

Fig. 19-Differential Gears Fig. 21-Checking Side Gear End Play

CAUTION: Side gear end play must be within .001

to .013 inch.
4 select thrust washers are available: .032, .037,

MOVE
SIDE GEAR
UP AND DOWN
n .042, and .047 inch.

SIDE GEAR

RP462
DIFFERENTIAL
BEARING - - --1--1
Fig. 20-Checking Side Gear End Play RETAINER

CAUTION: Side gear end play must be within .001

to .013 inch. PR2326
4 select thrust washers are available: .032, .037,
.042, and .047 inch. Fig. 22-Remove Oil Seal
NOTES IY. t - - ARBOR PRESS RAM

SPECIAL TOOL
HANDLE C-4171 _ __

RB758

Fig. 23-lnstall New Oil Seal

109
 ULTRADRIVE AUTOMATIC TRANSAXLE

HANDLE C-4171

DIFFERENTIAL
BEARING
RETAINER --~

PR2328
PR2330A

Fig. 24-Remove Bearing Cup Fig. 26-lnsta/1 Bearing Cup

Determining Shim Thickness When rebuilding, reverse the above procedure.

Shim thickness need only be determined if any
of the following parts are replaced: Remove old RTV before applying new RTV Sealant.
(a) transaxle case Use RTV Sealant on retainer to seal retainer to case.
(b) differential carrier
(c) differential bearing retainer
(d) extension housing
(e) differential bearing cups and cones DIAL INDICATOR
Refer to "Bearing Adjustment Procedure" in
SPECIAL TOOL L-4436
rear of this section to determine proper shim DIAL
thickness for correct bearing preload and proper INDICATOR
bearing turning torque. BRACKET

BEARING CUP
LUBRICATION HOLE

(SELECT) SHIM
TO DETERMINE
DIFFERENTIAL
BEARING PRELOAD
(
DIFFERENTIAL
BEARING RETAINER PR2329A
RY296A
Fig. 25-Differentia/ Bearing Retainer
Fig. 27-Checking Differential End Play

_)

110
 ULTRADRIVE AUTOMATIC TRANSAXLE
') NOTES

Fig. 28-Checking Differential Bearings Turning Torque

111
 ULTRADRIVE AUTOMATIC TRANSAXLE
BEARING ADJUSTMENT PROCEDURE
GENERAL RULES ON SERVICING BEARINGS
(1) Take extreme care when removing and in- (5) Use Tool 6259 to remove the retaining nut
stalling bearing cups and cones. Use only an ar- and washer. To remove the output gear, use Tool
bor press for installation, as a hammer may not L-4407.
properly align the bearing cup or cone. Burrs or (6) Remove the gauging shim and install the
nicks on the bearing seat will give a false end proper shim. Use grease to hold the shim in place.
play reading, while gauging for proper shims. Install the output gear and bearing assembly.
Improperly seated bearing cup and cones are (7) Install the retaining nut and washer and
subject to low-mileage failure. torque to 271 Nm (200 ft. lbs.).
(2) Bearing cups and cones should be replaced (8) Using an inch-pound torque wrench, check
if they show signs of pitting or heat distress. the turning torque. The torque should be between
If distress is seen on either the cup or bearing 3 and 8 inch-pounds.
rollers, both cup and cone must be replaced. If the turning torque is too high, install a .04 mm (.0016
Bearing end play and drag torque specifications must inch) thicker shim. If the turning torque is too low,
be maintained to avoid premature bearing failures. install a .04 mm (.0016 inch) thinner shim. Repeat
Used (original) bearing may lose up to 50% of until the proper turning torque is 3 to 8 inch pounds.
the original drag torque after break-in.
All bearing adjustments must be made with no OUTPUT GEAR BEARING SHIM CHART
other component interference or gear inter-mesh, ex-
cept the transfer gear bearing. End Play End Play
Oil all bearings before checking turning torque. (with 4.50 mm Required (with 4.5 mm Required
Gauging Shim Shim Gauging Shim Shim
OUTPUT GEAR BEARING Installed) Installed)
mm Inch mm mm Inch mm
With output gear removed: .05 .002 4.42 .53 .021 3.94
(1) Install a 4.50 mm (0.177 inch) gauging shim .08 .003 4 .38 .56 .022 3 .90
on the rear carrier assembly hub, using grease .10 .004 4.38 .58 .023 3 .90
to hold the shim in place. .13 .005 4.34 .61 .024 3 .86
. 15 .006 4.30 .64 .025 3.82
(2) Install output gear and bearing assembly. . 18 .007 4.30 .66 .026 3 .82
Torque to 271 Nm (200 ft. lbs.). .20 .008 4.26 .69 .027 3 .78
(3) To measure bearing end play: .23 .009 4.22 .71 .028 3 .74
(a) Attach Tool L-4432 to the gear. .25 .010 4.22 .74 .029 3.74
(b) Push and pull the gear while rotating back .28 .011 4.18 .76 .030 3.70
.30 .012 4.14 .79 .031 3.66
and forth to insure seating of the bearing rollers. .33 .013 4.14 .81 .032 3.66
(c) Using a dial indicator, mounted to the .36 .014 4.10 .84 .033 3.62
transaxle case, measure output gear end play. .38 .015 4.10 .86. .034 3.62
(4) Once bearing end play has been determined, .41 .016 4 .06 .89 .035 3 .58
refer to the output gear bearing shim chart for .43 .017 4 .02 .91 .036 3.54
.46 .018 4.02 .94 .037 3 .54
the required shim to obtain proper bearing .48 .019 3.98 .97 .038 3.50
setting. .51 .020 3.94
Average Conversion .04mm = .0016 1nch
NOTES

_)

112
 ULTRADRIVE AUTOMATIC TRANSAXLE
DIFFERENTIAL BEARING (8) When the end play has been determined,
refer to the Differential Bearing Shim Chart for
(1) Remove the bearing cup from the differen- the correct shim combination to obtain the proper
tial bearing retainer using Tool L-4518, and re- bearing setting.
move the existing shim from under the cup. (9) Remove the differential bearing retainer.
(2) Install a .50 mm (.020 inch) gauging shim Remove the bearing cup and the .50 mm (.020
and reinstall the bearing cup into the retainer. inch) gauging shim.
Use an arbor press to install the cup. (10) Install the proper shim combination un-
Oil Baffle is not required when making shim selection. der the bearing cup. Make sure the oil baffle is
(3) Install the bearing retainer into the case installed properly in the bearing retainer, below
and torque bolts to 28 Nm (250 in. lbs.). the bearing shim and cup.
(4) Position the transaxle assembly vertically (11) Install the differential bearing retainer.
on the support stand and install Tool C-4995 into Make sure to seal the retainer to the housing
side gear. with RTV Sealant and torque bolts to 28 Nm (250
(5) Rotate the differential at least one full revo- in. lbs.).
lution to ensure the tapered roller bearings are (12) Using Tool C-4995 and an inch-pound torque
fully seated. wrench, check the turning torque of the differ-
(6) Attach a dial indicator to the case and zero ential. The turning torque should be between 5 and
the dial indicator. Place the indicator tip on the 18 inch-pounds.
end of Tool L-4436. If the turning torque is too high, install a .05 mm
(7) Place a large screwdriver to each side of (.002 inch) thinner shim. If the turning torque is too
the ring gear and lift. Check the dial indicator low, install a .05 mm (.002 inch) thicker shim. Repeat
for the amount of end play. until 5 to 18 inch-pounds turning torque is obtained.
CAUTION: Do not damage the transaxle case and/or
differential cover sealing surface. TRANSFER SHAFT BEARING
) DIFFERENTIAL BEARING SHIM CHART (1) Use Tool 6259 to remove the retaining nut
End Play and washer. Remove the transfer shaft gear using
(with .50 mm Required Tool L-4407.
gauging shim Shim Total (2) Install a 4.66 mm (.184 inch) gauging shim
Installed) Combination Thickness on the transfer shaft.
mm Inch mm mm Inch (3) Install transfer shaft gear and bearing as-
.0 .0 .50 .50 .020 sembly and torque the nut to 271 Nm (200 ft.
.05 .002 .75 .75 .030 lbs.) .
.10 .004 .80 .80 .032 (4) To measure bearing end play:
.15 .006 .85 .85 .034 (a) Attach Tool L-4432 to the transfer gear .
.20 .008 .90 .90 .035
.25 .010 .95 .95 .037 (b) Mount a steel ball with grease into the
.30 .012 1.00 1.00 .039 end of the transfer shaft.
.35 .014 1.05 1.05 .041 (c) Push and pull the gear while rotating back
.40 .016 . 50 + .60 1.10 .043 and forth to insure seating of the bearing rollers .
.45 .018 .50+ .65 1.15 .045 (d) Using a dial indicator, measure transfer
.50 .020 .50+ .70 1.20 .047
.55 .022 .50 + .75 1.25 . 049 shaft end play .
.60 .024 .50+ .80 1.30 .051 NOTES
.65 .026 .50+ .85 1.35 .053
.70 .027 .50 + .90 1.40 .055
.75 .029 .50+ .95 1.45 .057
.80 .031 .50 + 1.00 1.50 .059
.85 .033 .50 + 1.05 1.55 .061
.90 .035 1.00 + .60 1.60 .063
.95 .037 1.00 + .65 1.65 .065
1.00 .039 1.00 + .70 1.70 .067
1.05 .041 1.00 + .75 1. 75 .069
1.10 .043 1.00 + .80 1.80 .071
1.15 .045 1.00 + .85 1.85 .073
1.20 .047 1.00 + .90 1.90 .075
1.25 .049 1.00 + .95 1.95 .077
1.30 .051 1.00 + 1.00 2.00 .079
1.35 .053 1.00 + 1.05 2.05 .081
1.40 .055 1.05 + 1.05 2.10 .083
113
 ULTRADRIVE AUTOMATIC TRANSAXLE
TRANSFER BEARING SHIM CHART BEARING SHIM CHART

Shim Thickness Bearing Usage

End Play End Play Part Output Transfer Differ-
(with 4.66 mm Required (with 4.66 mm Required mm Inch Number Gear Shaft entia I
gauging shim Shim gauging shim Shim
installed) installed) 3.22 .127 4505570 X X -
3.26 .128 4412801 X X -
mm inch mm mm inch mm 3.30 .130 4412802 X X -
.05 .002 4.66 .79 .031 3.90 3.34 .132 4412803 X X -
.08 .003 4.62 .81 .032 3.90 3.38 .133 4412804 X X -
.10 .004 4.58 .84 .033 3.86 3.42 . 135 4412805 X X -
.13 .005 4.58 .86 .034 3.82 3.46 . 136 4412806 X X -
.15 .006 4.54 .89 .035 3.82 3.50 . 138 4412807 X X -
.18 .007 4.50 .91 .036 3.78 3.54 . 139 4412808 X X -
.20 .008 4.50 .94 .037 3.74 3.58 . 141 4412809 X X -
.23 .009 4.46 .97 .038 3.74 3.62 . 143 4412810 X X -
.25 .010 4.46 .99 .039 3.70 3.66 . 144 4412811 X X -
.28 .011 4.42 1.02 .040 3.66 3.70 . 146 4412812 X X -
.30 .012 4.38 1.04 .041 3.66 3.74 . 147 4412813 X X -
.33 .013 4.38 1.07 .042 3.62 3.78 . 149 4412814 X X -
.36 .014 4.34 1.08 .043 3.62 3.82 . 150 4412815 X X -
.38 .015 4.30 1.12 .044 3.58 3.86 . 152 4412816 X X -
.41 .016 4.30 1.14 .045 3.54 3.90 . 154 4412817 X X -
.43 .017 4.26 1.17 .046 3.54 3.94 . 155 4412818 X X -
.46 .018 4.22 1.19 .047 3.50 3.98 . 157 4412819 X X -
.48 .019 4.22 1.22 .048 3.46 4.02 . 158 4412820 X X -
.50 .020 4.18 1.24 .049 3.46 4.06 . 160 4412821 X X -
.53 .021 4.18 1.27 .050 3.42 4.10 . 161 4412822 X X -
.56 .022 4.14 1.30 .051 3.38 4.14 .163 4412823 X X -
.58 .023 4.10 1.32 .052 3.38 4.18 .165 4412824 X X -
.61 .024 4.10 1.35 .053 3.34 4 .22 .166 4412825 X X - )
.64 .025 4.06 1.37 .054 3.34 4.26 . 168 4412826 X X -
.66 .026 4.02 1.40 .055 3.30 4 .30 . 169 4412827 X X -
.69 .027 4.02 1.42 .056 3.26 4.34 .171 4412828 X X -
.71 .028 3.98 1.45 .057 3.26 4.38 .172 4412829 X X -
.74 .029 3.94 1.47 .058 3.22 4.42 . 174 4412830 X X -
.76 .030 3.94 4 .46 .175 4412831 X X -
4 .50 .177 4412832 X* X -
4.54 .178 4412833 X X -
(5) Refer to the Transfer Bearing Shim Chart 4.58 .180 4412834 X X -
for the required shim combination to obtain the 4.62 .182 4412835 X X -

proper bearing setting. 4.66 .183 4505588 X X* -

(6) Use Tool 6259 to remove the retaining nut 0.50 .020 4207134 - - X*
0.55 .022 4207135 - - X
and washer. Remove the transfer shaft gear us- 0.60 .024 4207136 - - X
ing Tool L-4407. 0.65 .026 4207137 - - X
(7) Remove the gauging shim and install the 0.70 .027 4207138 - - X
correct shim. Install the transfer gear and bear- 0.75 .029 4207139 - - X
ing assembly. 0.80 .031 4207140 - - X
0.85 .033 4207141 - - X
(8) Install the retaining nut and washer and 0.90 .035 4207142 - - X
torque to 271 Nm (200 ft. lbs.). Measure transfer 0.95 .037 4207143 - - X
shaft end play, end play should be .05 to .10 mm 1.00 .039 4207144 - - X
(.002 to .004 inch). 1.05 .041 4207145 - - X
(9) Measure bearing end play as outlined in *Also used as gauging shims
Step (4). End play should be between .05 mm and
.10 mm (.002 to .004 inch).
If end play is too high, install a .04 mm (.0016 inch)
thinner shim. If end play is too low, install a .04 mm
(.0016 inch) thicker shim combination. Repeat until
.05 to .1 0 mm (.002 to .004 inch) end play is obtained.

114
 METRIC CONVERSION CHART
INCHES TO MILLIMETERS
All values in this table are exact
inches 0.000 0.001 0.002 0.003 0.004 0.005 0.006 0.007 0.008 0.009
millimeters
0.000 0.0254 0.0508 0.0762 0.1016 0.1270 0.1524 0.1778 0.2032 0.2286
0.010 0.2540 0.2794 0.3048 0.3302 0.3556 0.3810 0.4064 0.4318 0.4572 0.4826
0.020 0.5080 0.5334 0.5588 0.5842 0.6096 0.6350 0.6604 0.6858 0.7112 0.7366
0.030 0.7620 0.7874 0.8128 0.8382 0.8636 0.8890 0.9144 0.9398 0.9652 0.9906
0.040 1.0160 1.0414 1.0668 1.0922 1.1176 1.1430 1.1684 1.1938 1.2192 1.2446
0.050 1.2700 1.2954 1.3208 1.3462 1.3716 1.3970 1.4224 1.4478 1.4732 1.4986
0.060 1.5240 1.5494 1.5748 1.6002 1.6256 1.6510 1.6764 1.7018 1. 7272 1.7526
0.070 1. 7780 1.8034 1.8288 1.8542 1.8796 1.9050 1.9304 1.9558 1.9812 2.0066
0.080 2.0320 2.0574 2.0828 2.1082 2.1336 2.1590 2.1844 2.2098 2.2352 2.2606
0.090 2.2860 2.3114 2.3368 2.3622 2.3876 2.4130 2.4384 2.4638 2.4892 2.5146
0.100 2.5400 2.5654 2.5908 2.6162 2.6416 2.6670 2.6924 2. 7178 2.7432 2.7686
0.110 2.7940 2.8194 2.8448 2.8702 2.8956 2.9210 2.9464 2.9718 2.9972 3.0226
0.120 3.0480 3.0734 3.0988 3.1242 3.1496 3.1750 3.2004 3.2258 3.2512 3.2766
0 .130 3.3020 3.3274 3.3528 3.3782 3.4036 3.4290 3.4544 3.4798 3.5052 3.5306
0.140 3.5560 3.5814 3.6068 3.6322 3.6576 3.6830 3. 7084 3.7338 3.7592 3.7846
0.150 3.8100 3.8354 3.8608 3.8862 3.9116 3.9370 3.9624 3.9878 4.0132 4.0386
0.160 4.0640 4.0894 4.1148 4.1402 4.1656 4.1910 4.2164 4.2418 4.2672 4.2926
0.170 4.3180 4.3434 4 .3688 4.3942 4.4196 4 .4450 4.4704 4.4958 4.5212 4.5466
0.180 4.5720 4.5974 4.6228 4.6482 4.6736 4.6990 4.7244 4.7498 4.7752 4.8006
0.190 4.8260 4.8514 4.8768 4.9022 4.9276 4.9530 4.9784 5.0038 5.0292 5.0546
0.200 5.0800 5.1054 5.1308 5.1562 5.1816 5.2070 5.2324 5.2578 5.2832 5.3086
0.210 5.3340 5.3594 5.3848 5.4102 5.4356 5.4610 5.4864 5.5118 5.5372 5.5626
0.220 5.5880 5.6134 5.6388 5.6642 5.6896 5.7150 5.7404 5.7658 5.7912 5.8166
) 0.230 5.8420 5.8674 5.8928 5.9182 5.9436 5.9690 5.9944 6.0198 6.0452 6.0706
0.240 6 .0960 6.1214 6.1468 6.1722 6.1976 6.2230 6.2484 6.2738 6.2992 6.3246
0.250 6.3500 6.3754 6.4008 6.4262 6.4516 6.4770 6.5024 6.5278 6.5532 6.5786
0 .260 6.6040 6.6294 6.6548 6.6802 6.7056 6.7310 6.7564 6.7818 6.8072 6.8326
0.270 6.8580 6.8834 6.9088 6.9342 6.9596 6.9850 7.0104 7.0358 7.0612 7.0866
0.280 7.1120 7.1374 7.1628 7.1882 7.2136 7.2390 7.2644 7.2989 7.3152 7.3406
0.290 7.3660 7.3914 7.4168 7.4422 7.4676 7.4930 7.5184 7.5438 7.5692 7.5946
0.300 7.6200 7.6454 7.6708 7.6962 7.7216 7.7470 7.7724 7.7978 7.8232 7.8486
0.310 7.8740 7.8994 7.9248 7.9502 7.9756 8.0010 8.0264 8.0518 8.0772 8.1026
0.320 8.1280 8.1534 8.1788 8.2042 8.2296 8.2550 8.2804 8.3058 8.3312 8.3566
0.330 8.3820 8.4074 8.4328 8.4582 8.4836 8.5090 8.5344 8.5598 8.5852 8.6106
0.340 8.6360 8.6614 8.6868 8.7122 8.7376 8.7630 8.7884 8.8138 8.8392 8.8646
0.350 8.8900 8.9154 8.9408 8.9662 8.9916 9.0170 9.0424 9.0678 9.0932 9.1186
0.360 9.1440 9.1694 9.1948 9.2202 9.2456 9.2710 9.2964 9.3218 9.3472 9.3726
0.370 9.3980 9.4234 9.4488 9.4742 9.4996 9.5250 9.5504 9.5758 9.6012 9.6266
0.380 9.6520 9.6774 9.7028 9.7282 9.7536 9.7790 9.8044 9.8298 9.8552 9.8806
0.390 9.9060 9.9314 9.9568 9.9822 10.0076 10.0330 10.0584 10 .0838 10.1092 10.1346
0.400 10.1600 10.1854 10.2108 10.2362 10.2616 10.2870 10.3124 10.3378 10.3632 10.3886
0.410 10.4140 10.4394 10.4648 10.4902 10.5156 10.5410 10.5664 10.5918 10.6172 10.6426
0.420 10.6680 10.6934 10.7188 10.7442 10.7696 10.7950 10.8204 10.8458 10.8712 10.8966
O.tl-30 10.9220 10.9474 10.9728 10.9982 11.0236 11.0490 11.0744 11.0998 11.1252 11.1506

I 0.440
0.450
0.460
0.470
0.480
11.1760
11.4300
11.6840
11.9380
12.1920
11.2014
11.4554
11.7094
11 .9634
12.2174
11.2268
11.4808
11.7348
11.9888
12.2428
11.2522
11.5062
11.7602
12.0142
12.2682
11.2776
11.5316
11.7856
12.0396
12.2936
11.3030
11.5570
11.8110
12.0650
12.3190
11.3284
11.5824
11.8364
12.0904
12.3444
11.3538
11.6078
11.8618
12.1158
12.3698
11.3792
11.6332
11.8872
12,1412
12.3952
11.4046
11.6586
11.9126
12.1666
12.4206
0.490 12.4460 12.4714 12.4968 12.5222 12.5476 12.5730 12.5984 12.6238 12.6492 12.6746
inches 0.000 0.001 0.002 0.003 0.004 0.005 0.006 0.007 0.008 0.009

115
 TRANSAXLE SPECIFICATIONS
SPECIFICATIONS
A604 UL TRADRIVE 4SPEED ELECTRONIC AUTOMATIC TRANSAXLE
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fully-adaptive, electronically-controlled, four-speed
automatic with torque converter and integral differential
T~rque C~nverter Diameter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241 millim~ters (9.48 inc.hes)
011 Capac1ty-Transaxle and Torque Converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6 L1ters (18.25 p1nts)
Oil Type. .. . . .. ... .. ... . . .. ... . .. ...... ...... .. ......... ... ... ..... MOPAR ATF Typ~ 7176 (or DEXRON II)
Cooling Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Water heat exchanger and/or a1r-to-oll heat exchanger
Lubrication . ..... .. ........... . ......... . .. ..... . . .. . ... ................. Pump (internal-external gear type)
Gear Ratios:
Transmission portion:
First . .. .... .. ......... .. ...... . .. ..... . ....... .... ........ . .. .... ............ . ............. 2 .84
Second .. . .. ............... . . .. .. ......... .... ... ..... . . ... .. ... .......... . ........ .. ....... . 1.57
Direct ..... . ...... .. ... .. ... . ..... .......... ... ...... . ... ..... . . . ... . ..... ...... ....... . .. .. . 1.00
Overdrive .. . ................ . .... . .. .. .. .................. . .... .... ..... . .. . ............ . ... . .69
Reverse .... ... ... .... .. .... . ........ . . .... .. ... ..... .. . . .......... ..... .. ... . .. ... . ... . . .. . . . 2.21
Overall Top Gear Ratio:
(in overdrive). ... .... .. ........ . ...... . . . ... . ..... . .... ... .. ... .... ... ... .......... . ........... . 2.36
Pump Clearances: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
(same as A-413 automatic transaxle)
Tapered Roller Bearing Settings: (Millimeter) (Inch)
Output Gear............ ... ... . . .. . ..... . .... .02-.05 Preload .0008-.002 Preload
Transfer Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .05- .10 End Play .002-.004 End play
Differential.. . .... ... .. .. .......... ....... . . . .15- .29 Preload .006-.012 Preload

SPEEDOMETER PINIONS (MANUAL and AUTOMATIC)

The chart below applies to all front-wheel-drive vehicles equipped with Manual or Automatic Transaxles.
Tire Size Pinion Teeth and Color
P185 75 R14 .. ... .. .... . . .... .. ......... . .. . .... . 20 Yellow )
P19575Rl4 ............ . . .. . ....... ... . ...... . .. 20 Yellow
P205 70 Rl4 ......... ... . ................. . ... . . . 20 Yellow

NOTES

116
 TRANSAXLE - TIGHTENING REFERENCE
TIGHTENING REFERENCE
A604 ULTRADRIVE 4SPEED AUTOMATIC TRANSAXLE
Torque
Newton- Inch- Foot-
Item Thread Size meters Pounds Pounds
Cooler Line Fitti ngs ... . ......... . ......... . 1/8 x 27 NPT 12 110
Differe ntial Cover ..... .. .. . .......... . .. . . . M8 X 1. 25 19 165
Differential Ring Gear ... .......... ... . ... . . M10 X 1.0 X 25 95 70
Differential Bearing Retainer . . . . . ...... ... . . M8 X 1.25 X 23 28 21
Rear End Cover .................. . ....... . M8 X 1.25 19 14
Extension Housing .... .. ............. . .... . M8 X 1.25 X 33 28 21
Input Speed Sensor .......... .. .... . ...... . M22 X 1.5 27 20
UR Cl utch Retainer . . ... . ................. . M5 X 0.8 5 40
Neutral Safety Switch . ............. . ... .. . . 3/4 IN. x 16 34 25
Oil Pan to Case .. .. .......... . .. . ..... . .. . M8 X 1.25 19 14
Output Gear Bolt ( 1. 5 inch hex} ........ . ... . M18 X 1.75 271 200
Output Speed Sensor . .................... . M24 X 2 27 20
Pressure Taps ...... . ........... . .... . . ... . 1/16 - 27 NPTF 5 45
PRNDL Switch .. . ............. .... ....... . M22 X 2.5 34 25
Pump to Case ............ .. . ......... ... . . M8 X 1.25 22 23
Reaction Shaft to Pump ... . ............... . M8 X 1. 25 22 23
Solenoid Assy. to Case .......... .. ... .. ... . M6 X 1.0 X 93 .5 12 105
Transfer Plate to Case . . .. . .... . ..... .. . ... . M6 X 1.0 12 105
Transfer Gear Nut (1.25 inch hex) ........ . . . M22 X 1. 5 271 200
Valve Body & Transfer Plate ....... ... . . . . .. . M5 X 0.8 5 40
Vent Assembly . .. .............. . ........ . . 1/8 PIPE 12 110
8-Way Solenoid Connector .... . . . . . .. .. .. . . . M6 X 1.0 4 38
60-Way EATX Connector .. . ...... . ........ . . M6 X 1.0 4 38

NOTES

117