Chrysler neon 1997 Service Manual page 1488

PL
DIAGNOSIS AND TESTING (Continued)
CONDITION
HARSH ENGAGEMENT FROM
NEUTRAL TO DRIVE
HARSH ENGAGEMENT FROM
NEUTRAL TO REVERSE
DELAYED ENGAGEMENT FROM
NEUTRAL TO DRIVE
tle opening is needed for high speeds, the stator
clutch may have seized.
Observe closely for slipping or engine speed flare-
up. Slipping or flare-up in any gear usually indicates
clutch, band, or overrunning clutch problems. If the
condition is far advanced, an overhaul will probably
be necessary to restore normal operation.
In most cases, the clutch or band that is slipping
can be determined by noting the transaxle operation
in all selector positions and then comparing which
internal units are applied in those positions. The
Elements–in–Use Chart provides a basis for road test
analysis.
The rear clutch is applied in both the D first gear
and 1 first gear positions. Also, the overrunning
clutch is applied in D first gear and the low/reverse
band is applied in 1 first gear position. If the tran-
saxle slips in D range first gear, but does not slip in
POSSIBLE CAUSES
Engine idle speed too high
Valve body malfunction
Hydraulic pressure too high
Worn or faulty rear clutch
Rear clutch spring load high
Engine performance
Low/Reverse band misadjusted
Engine idle speed too high
Low/Reverse band worn out
Low/Reverse band, servo or linkage
malfunction
Hydraulic pressure too high
Worn or faulty rear clutch
Engine performance
Hydraulic pressure too low
Valve body malfunction
Low fluid level
Incorrect gearshift linkage
adjustment
Oil filter clogged
Faulty oil pump
Worn input shaft seal rings
Aerated fluid
Engine idle speed too low
Worn or faulty rear clutch
1 first gear, the overrunning clutch is slipping. Simi-
larly, if the transaxle slips in any two forward gears,
the rear clutch is slipping.
Using the same procedure, the rear clutch and
front clutch are applied in D third gear. If the tran-
saxle slips in third gear, either the front clutch or the
rear clutch is slipping. By selecting another gear that
does not use one of those units, the unit that is slip-
ping can be determined. If the transaxle also slips in
reverse, the front clutch is slipping. If the transaxle
does not slip in reverse, the rear clutch is slipping.
The process of elimination can be used to detect
any unit that slips and to confirm proper operation of
good units. Road testing can usually diagnose slip-
ping units, although the actual cause of the problem
may not be detected. Practically any condition can be
caused by leaking hydraulic circuits or sticking
valves.
TRANSAXLE
CORRECTION
Check engine curb idle speed.
Correct as necessary.
Inspect valve body and repair.
Check fluid pressure at ports.
Replace discs and seals at rear
clutch.
Replace rear clutch spring.
Check engine specs.
Adjust band to specs.
Set up engine to specs.
Replace Low/Reverse band.
Repair Low/Reverse servo. Adjust
band and linkage
Check fluid pressure at ports.
Replace discs and seals at rear
clutch.
Set up engine to specs.
Check fluid pressure at ports.
Inspect valve body and repair.
Fill transaxle to proper level.
Adjust gearshift linkage.
Replace oil filter.
Replace oil pump.
Replace input shaft seal rings.
Replace transaxle fluid.
Set engine to specs.
Replace discs and seals at rear
clutch.
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