System Description

DESCRIPTION





This five speed is a constant-mesh manual transaxle. All gear ranges, except reverse, are synchronized. The reverse gear utilizes a reverse brake for shifting ease. The reverse idler gear is supported on a sliding spindle idler shaft. The transaxle case is aluminum with a steel end-plate bearing cover. It is housed in a die-cast aluminum case featuring a two-piece, middle split design (Fig. 1).

The T350 transaxle internal components can be serviced only by separating the gear case from the bellhousing case.

CAUTION: The transaxle output shaft is serviced as a unit. No disassembly and reassembly is possible. Damage to the transaxle may result.

TRANSAXLE IDENTIFICATION








The transaxle model, assembly number, and build date are on a metal I.D. tag that is attached to the end cover of the transaxle (Fig. 2). This information is also shown on a bar code label that is attached to the front of the transaxle (Fig. 3).

NOTE: Transaxles use various final drive gear ratios in different vehicle applications. Therefore, it is necessary that the correct transaxle assembly number is used when ordering service parts.

GEAR RATIOS





CAUTION: All gears and shafts must not be interchanged with other transaxles; they will not function correctly.

The differential is a conventional arrangement of gears that is supported by tapered roller bearings. The final output gear turns the ring gear and differential assembly, thereby turning the drive axle shafts.

The gear ratios of each transaxle are shown in the chart. The chart also shows which transaxles are available with the reverse-input shaft brake. This brake allows easier shifting into reverse and helps eliminate reverse gear clash.

GEARSHIFT PATTERN





The T350 transaxle shift pattern is a modified H-pattern (Fig. 4). Overdrive fifth and reverse gears are in-line and outboard of the first through fourth gear positions.

LUBRICANT/ADDITIVES

NOTE: All T350 Manual Transaxles require the use of ATF+4 (Automatic Transmission Fluid).

Hypoid gear lube or engine oil should not be used in this transaxle. Hard shifting effort, bearing, gear, and/or synchronizer failure may occur if incorrect fluid is used.

The addition of any fluids to the transaxle, other than the fluid listed above, is not recommended. An exception to this policy is the use of special dyes to aid in detecting fluid leaks. The use of transmission sealers should be avoided, since they may adversely affect seals and synchronizers.

SEALANTS
The sealant used to seal the transaxle case halves and input bearing is Mopar Gasket Maker, Loctite 518, or equivalent. The sealant used for the bearing end plate cover is Mopar RTV.

DIAGNOSIS AND TESTING - COMMON PROBLEM CAUSES
The majority of transaxle malfunctions are a result of:
^ Insufficient lubrication
^ Incorrect lubricant
^ Mis-assembled or damaged internal components
^ Improper operation

HARD SHIFTING
Hard shifting may be caused by a misadjusted crossover cable. If hard shifting is accompanied by gear clash, synchronizer clutch and stop rings or gear teeth may be worn or damaged.

Mis-assembled synchronizer components also cause shifting problems. Incorrectly installed synchronizer sleeves, struts, or springs can cause shift problems.

Worn, damaged, mis-assembled or leaking hydraulic system/components can also cause difficult shifting or gear clash.

NOISY OPERATION
Transaxle noise is most often a result of worn or damaged components. Chipped, broken gear or synchronizer teeth, and brinnelled, spalled bearings all cause noise.

Abnormal wear and damage to the internal components is frequently the end result of insufficient lubricant.

SLIPS OUT OF GEAR
Transaxle disengagement may be caused by misaligned or damaged shift components, or worn teeth on the drive gears or synchronizer components. Incorrect assembly also causes gear disengagement.

LOW LUBRICANT LEVEL
Insufficient transaxle lubricant is usually the result of leaks, or inaccurate fluid level check or refill method. Vehicle must be level to accurately check fluid level. Leakage is evident by the presence of oil around the leak point. If leakage is not evident, the condition is probably the result of an underfill.

If air-powered lubrication equipment is used to fill a transaxle, be sure the equipment is properly calibrated. Equipment out of calibration can lead to an underfill condition.

CLUTCH PROBLEMS
Worn, damaged, or misaligned clutch components can cause difficult shifting, gear clash, and noise.

A worn or damaged clutch disc, pressure plate, or release bearing can cause hard shifting and gear clash.