axle. All gear ranges, except reverse, are synchro-
nized. 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 nec-
essary that the correct transaxle assembly number
is used when ordering service parts.

GEAR RATIOS

CAUTION: All gears and shafts must not be inter-
changed with other transaxles; they will not func-
tion 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 differ-
ential assembly, thereby turning the drive axle
shafts.

The gear ratios of each transaxle are shown in the

following chart. The chart also shows which transax-
les are available with the reverse–input shaft brake.
This brake allows easier shifting into reverse and
helps eliminate reverse gear clash.

Fig. 1 T350 Manual Transaxle

1 - SHIFT LEVER
2 - CROSSOVER LEVER
3 - VENT
4 - REVERSE LAMP SWITCH

Fig. 2 Metal I.D. Tag

1 - METAL I.D. TAG

Fig. 3 Bar Code Label

1 - BAR CODE LABEL

21 - 96

T350 MANUAL TRANSAXLE

GEAR

1.6L

2.0L

2.4L

1st

3.50

2nd

1.95

3rd

1.36

4th

0.97

5th

0.81

0.72

FINAL

DRIVE

RATIO

4.12

3.94

REVERSE

BRAKE

YES

CLUTCH

RELEASE

SYSTEM

HYDRAULIC

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, bear-
ing, 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

t Gasket Maker, Loctitet

518, or equivalent. The sealant used for the bearing
end plate cover is Mopar

t RTV.

DIAGNOSIS AND TESTING - COMMON
PROBLEM CAUSES

The majority of transaxle malfunctions are a result

of:

• Insufficient lubrication

• Incorrect lubricant

• Misassembled 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.

Misassembled synchronizer components also cause

shifting problems. Incorrectly installed synchronizer
sleeves, struts, or springs can cause shift problems.

Worn, damaged, missassembled or leaking hydrau-

lic system/components can also cause difficult shift-
ing or gear clash.

NOISY OPERATION

Transaxle noise is most often a result of worn or

damaged components. Chipped, broken gear or syn-
chronizer teeth, and brinnelled, spalled bearings all
cause noise.

Abnormal wear and damage to the internal compo-

nents is frequently the end result of insufficient
lubricant.

SLIPS OUT OF GEAR

Transaxle disengagement may be caused by mis-

aligned or damaged shift components, or worn teeth
on the drive gears or synchronizer components. Incor-
rect 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 pres-
ence 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 cali-
brated. Equipment out of calibration can lead to an
underfill condition.

Fig. 4 T350 Transaxle Shift Pattern

T350 MANUAL TRANSAXLE

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T350 MANUAL TRANSAXLE (Continued)

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