Watch Over 1 Hour Of Chrysler Pacifica Hybrid Transaxle Teardown


Chrysler Pacifica Hybrid Transaxle

Check out the first-ever video showcasing the Si-EVT Hybrid Transaxle found in the Chrysler Pacific Hybrid plug-in minivan.

It’s a highly complex unit, as expected, but luckily Weber Auto has once again released an amazingly detailed video explaining everything you’ve ever wanted to know about this unit in easy-to-understand form.

Video Description:

The 2017 Chrysler Pacifica Si-EVT Hybrid Transaxle – A Deep Dive into the components, service and operation of the Chrysler Single Input Electronic Variable Transaxle (Si-EVT) transaxle.

This video helps cover content related to the 2017 National Automotive Technicians Education Foundation (NATEF) Master Automobile Service Technology (MAST) Standard task 2.C.5 – Describe the operational characteristics of a hybrid vehicle drive train.

Weber State University (WSU) – Department of Automotive Technology – Transmission Lab.

Related – Watch First-Ever Chevrolet Bolt 57-kWh Battery Removal & Disassembly

Video timeline:

Introduction at 0:12
Single Input (Si) components at 0:48
Two motors can propel vehicle at 2:44
One way Sprag clutch support at 4:20
One way Sprag clutch components at 5:05
Power Split Device (PSD) planet carrier at 11:20
Motor A and the PSD sun gear at 11:55
PSD ring gear at 12:23
Torque limiting clutch components at 13:05
Torque limiting clutch operation at 18:29
MUST SEE: How the engine is prevented from spinning backwards at 21:04
Electronic Variable Transaxle (EVT) portion of the transaxle at 22:26
Counter drive gear at 25:00
Final drive differential at 26:05
Mechanical oil pump drive gear at 26:35
Counter driven gear (transfer gear) at 27:45
Parking gear at 28:18
Motor B (Traction Motor) at 28:48
Parking pawl and linkage at 29:25
MUST SEE: How park is obtained at 30:00
PSD installation at 30:48
Motor A (Generator/Starter/Motor) at 32.36
Parallel Axis Power flow at 33:14
MUST SEE: EV Mode – How Motor A can help Motor B propel the vehicle at 38:08
MUST SEE: Hybrid Mode – Power Split operation at 40:00
Motor resolvers (position sensors) at 41:50
Motor A Stator at 43:54
Rear case half at 45:07
Fluid level check at 45:23
Fluid type at 46:02
Inside the rear case half at 48:39
Gear driven gerotor oil pump and filter at 49:10
3-phase auxiliary electric trochoid oil pump at 51:34
Fluid heat exchanger at 54:34
Stator A cooling at 57:25
Stator B cooling at 59:09
Resolver installations at 1:01:26
Internal harness installation at 1:03:43
High Voltage pass through connectors at 1:05:32
Oil pump removal at 1:06:53
Stator A installation at 1:07:32
Stator B installation at 1:08:32
Temperature sensor connections at 1:09:20
Counter driven gear bearing support fixture at 1:10:12
Power inverter module (PIM) (pre-production) information at 1:12:30
PIM installation at 1:14:43
Park pawl actuator installation at 1:17:48
Final summary at 1:18:45


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9 Comments on "Watch Over 1 Hour Of Chrysler Pacifica Hybrid Transaxle Teardown"

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Is there any indication if its strong enough to handle towing?

I keep assuming that the issue with towing is software. Chrysler probably hasn’t spent the time to tune the software to handle towing requirements.

I would be shocked if Chrysler spent the money and engineering resource to come up with a new transmission for a large heavy van, with great acceleration, design to be barely be able to handle the load and not handle the towing load that every other Pacifica can handle.

Trailer towing is not permitted with this vehicle.
page 382 owners manual

Very interesting video. I like the simple terminology used – he calls them Sprag clutches and roller clutches (not on this model) for what I in the past have called a ‘Shaft Lock’.

He also calls what I call the “Spider” the “Planet Carrier”, which is also fine.

I would have appreciated if he would have mentioned whether this a ‘Fiatster’, DANA, MAGNA, ZF, or Continental branded transaxle – but due to the simple economies of design its quite obviously not the first one they’ve made – whoever actually made it.

They called them “overrun clutches” or “one way clutches” when I was in school, although those usually used rollers, not sprags.

Looks pretty substantial overall. Did you note they used transfer gears to the final, no cheap Morse chains like GM used in the 2nd gen Voltec.

I hope InsideEV can fix the web page on Android, at the moment the first section of the page, where the videos are generally located, is covered by a banner ad so I can’t actually watch any of the videos being posted.
I know there are a lot of devices available now, but it makes me wonder how much testing was done prior to launching this new site.
One other issue that has gotten worse on my phone, comments that keep tabbing down eventually result in a single column with one word per line. So by the time the 10th person has commented on the previous 9 comments it is so squashed on the page it is ridiculous. It happened on the old site, but now it is quite. I can understand tab each comment in, but I don’t understand why it has to squash from both sides, just tab from the one side and it would be readable.

There are many updates taking place and the site has been temporarily down a few times today. A mobile video fix for full screen is working now and we are looking at the banner issue and the comments. The developers have many lengthy lists and have been working one at a time around the clock. There was an extensive testing period, but until it goes live and has actual publications and ads, it’s hard to know exactly what might happen. This is especially true in regards to all the mobile platforms and different devices. This is the focus of many of the fixes at the moment. Thanks for the insight!

If you can email screenshots of the issues, the developers fix them faster, because it’s sometimes hard to explain.

We wanted a 2018 PACHY so badly. We went for a test drive with intent to buy and car died when parked to swap drivers. Given that our other car is a Model S couldn’t help notice the strong analog dominance on the screen along with the miniature button clusters on dash with huge swathes of unoccupied real estate. The 2018 Oydssey Elite we got feels a lot more modern and minilist functional design, along with thick tall doors that do not end at one’s waist line, in additon to the 7 cu ft of trunk space gained.

Looks like most of the capabilities are there, but there is a FATAL flaw in the control software: It has no “hold” mode to allow the battery charge to be preserved and used later.

Also the “B” motor is locked to the final, so it cannot be used for generation when the vehicle is stationary. In that regard it is not as flexible as the GM Voltec transmission. But probably cheaper to build.