instrument cluster CHRYSLER VOYAGER 2001 Service Manual

SPEED SENSOR - OUTPUT
DESCRIPTION
The Output Speed Sensor is a two-wire magnetic
pickup device that generates an AC signal as rotation
occurs. It is threaded into the transaxle case (Fig.
326) , sealed with an o-ring (Fig. 327), and is consid-
ered a primary input to the Transmission Control
Module (TCM).
OPERATION
The Output Speed Sensor provides information on
how fast the output shaft is rotating. As the rear
planetary carrier park pawl lugs pass by the sensor
coil (Fig. 328) , an AC voltage is generated and sent
to the TCM. The TCM interprets this information as
output shaft rpm.
The TCM compares the input and output speed
signals to determine the following:
²Transmission gear ratio
²Speed ratio error detection
²CVI calculation
VEHICLE SPEED SIGNAL
The vehicle speed signal is taken from the Output
Speed Sensor. The TCM converts this signal into a
pulse per mile signal and sends it to the PCM. The
PCM, in turn, sends the vehicle speed message
across the communication bus to the BCM. The BCM
sends this signal to the Instrument Cluster to dis-
play vehicle speed to the driver. The vehicle speed
signal pulse is roughly 8000 pulses per mile.
REMOVAL
(1) Disconnect battery negative cable.
(2) Raise vehicle on hoist.
(3) Disconnect output speed sensor connector.
(4) Unscrew and remove output speed sensor (Fig.
329).
(5) Inspect speed sensor o-ring (Fig. 330) and
replace if necessary.
Fig. 326 Output Speed Sensor
1 - OUTPUT SPEED SENSOR
Fig. 327 O-Ring Location
1 - OUTPUT SPEED SENSOR
2 - O-RING
Fig. 328 Sensor Relation to Planet Carrier Park Pawl
1 - OUTPUT SPEED SENSOR
2 - REAR PLANET CARRIER/OUTPUT SHAFT ASSEMBLY
3 - TRANSAXLE CASE
21 - 280 AUTOMATIC - 41TERS

INSTRUMENT PANEL
TABLE OF CONTENTS
page page
CLUSTER BEZEL
REMOVAL.............................202
INSTALLATION..........................202
CUP HOLDER
REMOVAL.............................202
INSTALLATION..........................202
GLOVE BOX
REMOVAL.............................203
INSTALLATION..........................203
GLOVE BOX LATCH
REMOVAL.............................203
INSTALLATION..........................203
GLOVE BOX LATCH STRIKER
REMOVAL.............................203
INSTALLATION..........................203
INSTRUMENT PANEL ASSEMBLY
REMOVAL.............................203
INSTALLATION..........................204
INSTRUMENT PANEL CENTER BEZEL
REMOVAL.............................205
INSTALLATION..........................205INSTRUMENT PANEL END COVER
REMOVAL.............................205
INSTALLATION..........................205
INSTRUMENT PANEL TOP COVER
REMOVAL.............................205
INSTALLATION..........................206
KNEE BLOCKER REINFORCEMENT
REMOVAL.............................206
INSTALLATION..........................206
LOWER CONSOLE
REMOVAL.............................206
INSTALLATION..........................206
LOWER INSTRUMENT PANEL
REMOVAL.............................206
INSTALLATION..........................206
LOWER STEERING COLUMN COVER
REMOVAL.............................206
INSTALLATION..........................206
OVER STEERING COLUMN COVER
REMOVAL.............................207
INSTALLATION..........................207
CLUSTER BEZEL
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove Over Steering Column Bezel by lifting
it straight up with a firm pull.
(3) Remove the four bezel attaching screws.
(4) Tilt the steering column in the full down posi-
tion.
(5) Pull rearward on the cluster bezel and remove.
INSTALLATION
(1) Manuever cluster bezel over steering column
and into position.
(2) Install the four bezel attaching screws.
(3) Install the Over Steering Column Bezel by
positioning it over the retaining slots and firmly
snapping it into place.
(4) Connect the battery negative cable.
CUP HOLDER
REMOVAL
(1) Remove the cup holder. Pull the cup holder out
and depress the tang in the middle back and pull
rearward to release the cup holder.
(2) Remove the screw access cover from the bottom
of the center bezel.
(3) Using a trim stick (special tool #C-4755) or
equivalent, gently pry out on the edge of the instru-
ment panel center bezel. Hang off to the side leaving
the accessory switches connected.
(4) Remove the cup holder assembly attaching
screws and pull the assembly rearward to disengage
the rear guide studs from instrument panel.
(5) Remove the cup holder track assembly.
INSTALLATION
(1) Install the cup holder track assembly.
(2) Place the cup holder track assembly into posi-
tion and slide into opening in instrument panel until
the rear guide struts snap into place. Install the cup
holder assembly attaching screws.
(3) Install the center bezel.
(4) Install the screw access cover from the bottom
of the center bezel.
23 - 202 INSTRUMENT PANELRS

Symptom:
*ENGINE CRANKS DOES NOT START
POSSIBLE CAUSES
FUEL PUMP RELAY
NO START PRE-TEST
POWERTRAIN FUSES OPEN
FUEL PRESSURE OUT OF SPECS
RESTRICTED FUEL SUPPLY LINE
FUEL PUMP INLET STRAINER PLUGGED
FUEL PUMP MODULE
FUEL PUMP CAPACITY (VOLUME) OUT OF SPECS
FUEL PUMP RELAY FUSED B+ CIRCUIT
OTHER POSSIBLE CAUSES FOR NO START
FUEL PUMP RELAY OUTPUT CIRCUIT OPEN
FUEL PUMP GROUND CIRCUIT OPEN/HIGH RESISTANCE
IPM FUSE & RELAY CENTER
FUEL PUMP MODULE
TEST ACTION APPLICABILITY
1Note: The following list of items must be checked before continuing with
any no start tests.
The battery must be fully charged and in good condition. A low charged battery may
produce invalid test results. If the battery is low, charge the battery and then attempt
to start the vehicle by cranking the engine for 15 seconds, 3 consecutive times.
This will allow any DTC's to set that may have been erased due to a dead battery.
Ensure the Powers and Ground to the PCM are ok.
Make sure the PCM communicates with the DRB and that there are no DTC's stored
in the PCM memory. If the PCM reports a No Response condition, refer to the
Communication category for the proper tests.
Read the PCM DTC's with the DRB. If any DTC's are present, they must be repaired
before continuing with any other No Start diagnostic tests. Refer to the Symptom list
for the related P-code that is reported by the PCM.
Ensure that the PCI bus is functional. Attempt to communicate with the Instrument
Cluster and SKIM, If you are unable to establish communicate refer to the
Communication category for the proper symptoms.
The Sentry Key Immobilizer System must be operating properly. Check for proper
communication with the DRB and check for DTC's that may be stored in the Sentry
Key Immobilizer Module (SKIM). repair the DTC(s) before continuing.
If no DTC's are found, using the DRB select Clear PCM (Batt Disconnect).
Crank the engine several times. Using the DRB, read DTC's. If a DTC is present
perform the DTC diagnostics before continuing.
Were any problems found?All
Ye s®Repair as necessary.
Perform POWERTRAIN VERIFICATION TEST VER-1.
No®Go To 2
253
STARTING

1.0 INTRODUCTION
The procedures contained in this manual include
all of the specifications, instructions, and graphics
needed to diagnose 41TE/AE Electronic Automatic
Transaxle (EATX) problems. The diagnostics in this
manual are based on the failure condition or symp-
tom being present at the time of diagnosis.
When repairs are required, refer to the appropri-
ate volume of the service manual for the proper
removal and repair procedure.
Diagnostic procedures change every year. New
diagnostic systems may be added and/or carryover
systems may be enhanced. READ THIS MANUAL
BEFORE TRYING TO DIAGNOSE A VEHICLE
TROUBLE CODE. It is recommended that you
review the entire manual to become familiar with
all new and changed diagnostic procedures.
This book reflects many suggested changes from
readers of past issues. After using this book, if you
have any comments or recommendations, please fill
out the form at the back of the book and mail it back
to us.
1.1 SYSTEM COVERAGE
This diagnostic procedures manual covers all
2001 RG equipped with a 41TE/AE transaxle.
1.2 SIX -STEP TROUBLESHOOTING
PROCEDURE
Diagnosis of the 41TE/AE electronic transaxle is
done in six basic steps:
verification of complaint
verification of any related symptoms
symptom analysis
problem isolation
repair of isolated problem
verification of proper operation
2.0 IDENTIFICATION OF
SYSTEM
RG series vehicles equipped with a 4 speed trans-
mission.
3.0 SYSTEM DESCRIPTION AND
FUNCTIONAL OPERATION
3.1 GENERAL DESCRIPTION
The 41TE/AE electronic transaxle is a conven-
tional transaxle in that it uses hydraulically ap-
plied clutches to shift a planetary gear train. How-
ever, the electronic control system replaces many of
the mechanical and hydraulic components used in
conventional transmission valve bodies.
3.2 FUNCTIONAL OPERATION
The 41TE/AE electronic transaxle has a fully
adaptive control system. The system performs it's
functions based on continuous real-time sensor
feedback information. The control system automat-
ically adapts to changes in engine performance and
friction element variations to provide consistent
shift quality. The control system ensures that clutch
operation during upshifting and downshifting is
more responsive without increased harshness.
The Transmission Control Module (TCM) contin-
uously checks for electrical problems, mechanical
problems, and some hydraulic problems. When a
problem is sensed, the TCM stores a diagnostic
trouble code. Some of these codes cause the tran-
saxle to go into limp-in or default mode.
While in this mode, electrical power is taken
away from the transaxle via the TCM, de-
energizing the transmission control relay, and tak-
ing power from the solenoid pack. When this hap-
pens, the only transaxle mechanical functions are:
Park and Neutral
Reverse
Second Gear
No upshifts or downshifts are possible. The posi-
tion of the manual valve alone allows the three
ranges that are available. Although vehicle perfor-
mance is seriously degraded while in this mode, it
allows the owner to drive the vehicle in for service.
Once the DRBIIItis in the EATX portion of the
diagnostic program, it constantly monitors the
TCM to see if the system is in limp-in mode. If the
transaxle is in limp-in mode, the DRBIIIž will flash
the red LED.
3.2.1 AUTOSTICK FEATURE
This feature allows the driver to manually shift
the transaxle when the shift lever is pulled back
into the AutoStick position. When in AutoStick
mode, the instrument cluster displays the current
gear.
1
GENERAL INFORMATION

since there is no power available to control the
transmission solenoids. However if power is re-
stored, the TCM will power-up and normal opera-
tion will be restored. This DTC identifies that
power to the TCM was restored when the gear
selector was in a9Drive9position while the vehicle
was moving at speeds above 32 Km/h (20 MPH). If
a person shifts to Neutral and cycles the ignition
key and quickly shifts to9Drive9while moving
before the TCM comes out of its START ROUTINE,
the DTC can be set. Therefore it is critical that this
DTC diagnosis repair procedure should only be used
if the vehicle is experiencing intermittent 2nd gear
operation and subsequently a return to normal
operation during normal driving.
Transmission Effects:No limp-in condition. The
DTC is for information only when trying to diagno-
sis intermittent 2nd gear operation and subse-
quently a return to normal operation.
Possible Causes:
± No Problem if vehicle is started in9neutral9at
speeds above 32 Km/h (20 MPH) and shifted
quickly to9Drive9before TCM comes out of the
START ROUTINE.
FOR INTERMITTENT 2ND GEAR OPER-
ATION AND THEN A SUBSEQUENT RE-
TURN TO NORMAL OPERATION WITH-
OUT CYCLING THE IGNITION KEY
± Intermittent Direct Battery connection be-
tween TCM (60-way pin 56) and battery.
± Intermittent Fused Ignition Switch Output
between TCM (60-way pin 11) and ignition
switch.
± Intermittent Ground to TCM (60 way pins 53
and 57).
Name of code:P1717(77) - No Communication
with Mechanical Instrument Cluster (MIC)
When monitored:Continuously with key on.
Set condition:If no PCI bus messages are received
from the Mechanical Instrument Cluster (MIC) for
25 seconds.
Theory of operation:The TCM communicates
with the MIC using the PCI bus. It relies on certain
information to function properly. The TCM contin-
uously monitors the PCI bus to check for messages
broadcast from the PCM.
Transmission Effects:Possible improper TCM
AutoStick configuration.
Possible causes:
> Open or shorted PCI bus circuit from MIC
> MIC
> TCM (If other communications codes are stored
in the TCM only)
Name of code:P0600(78) - Serial Communication
Link Malfunction
When monitored:Continuously with key on.
Set condition:If no PCI bus messages are received
by the Transmission Control Module (TCM) for 10
seconds.
Theory of operation:The TCM communicates
with the other modules in the vehicle using the PCI
bus. It relies on certain information to function
properly. The TCM continuously monitors the PCI
bus to check for messages broadcast from the cer-
tain modules.
Transmission Effects:Possible improper TCM
AutoStick configuration and delayed 3-4 shifts. No
EMCC and early 3-4 shifts for a few minutes after
engine is started.
Possible causes:
> Open or shorted PCI bus circuit from BCM
> TCM
Name of code:P1714(79) Low Battery Voltage
When monitored:Continuously with engine run-
ning and Transmission Relay energized.
Set condition:If the voltage sensed at the Trans-
mission Control Relay Output circuit (pins 16 and
17 at TCM) for 15 seconds.
Theory of operation:The Transmission system
requires sufficient battery voltage in order to ener-
gize the transmission solenoids. The TCM continu-
ously monitors the voltage available to the sole-
noids.
Transmission Effects:At speeds above 72 Km/h
(45 MPH) the transmission system will default to
neutral. Below 72 Km/h (45 MPH) the transmission
system will default to relay open limp-in mode.
Park, Reverse, and Neutral are still available.
Possible causes:
> Charging system problem
> Poor/High resistance connection between TCM
and Battery/Alternator
> TCM pin 16 and 17 high resistance or poor
connection
> TCM ground pins 53 and 57 high resistance or
poor connection
> High resistance in Transmission Control Relay
contacts
> TCM
3.3.8 QUICK LEARN
The Quick Learn function customizes adaptive
parameters of the TCM to the transmission charac-
teristics of a vehicle. This gives the customer im-
proved9as received9shift quality compared to the
initial parameters stored in the TCM.
Notes about Quick Learn Features
The nature of the Quick Learn function requires
that certain features must be taken into consider-
ation.
16
GENERAL INFORMATION

> Transmission Simulator (Miller # 8333)
> Transmission Simulator (Miller # 8333-1)
Adapter harness kit and panel overlay for FWD
vehicles.
> Jumper wires
> Test Light (minimum of 25 ohms of resistance)
> Ohmmeter
> Voltmeter
> Pressure gauge (0-300 PSI)
6.0 GLOSSARY OF TERMS
6.1 ACRONYMS
BCMBody Control Module
CKTCircuit
CVIClutch Volume Index
DLCData Link Connector
DRBIIItDiagnostic Readout Box
DTCDiagnostic Trouble Code
EATXElectronic Automatic Transaxle
EMCCElectronically Modulated Converter
Clutch
FCMFront Control Module (part of the
IPM system)
IODIgnition off-draw
IPMIntelligent Power Module
IRTIntelligent Recovery Timer
ISSInput Speed Sensor
LEDLight Emitting Diode
LRLow/reverse Clutch or Pressure
Switch
LULockupMICMechanical Instrument Cluster
MILMalfunction Indicator Lamp
OBDIIOn Board Diagnostics
ODOverdrive Clutch or Pressure
Switch
OSSOutput Speed Sensor
PCMPowertrain Control Module
PEMCCPartial Electronically Modulated
Converter Clutch
PLUPartial Lockup
REVReverse Clutch
SLPKSolenoid Pack
SSVSolenoid Switch Valve
SWSwitch
TCCTorque Converter Clutch
TCMTransmission Control Module
TPThrottle Position
TRDTorque Reduction
TRSTransmission Range Sensor
UDUnderdrive Clutch
2-42nd and 4th gear Clutch or Pres-
sure Switch
6.2 DEFINITIONS
OBDII (EURO STAGE III OBD) Trip - A vehicle
start and drive cycle such that all once per trip
diagnostic monitors have run.
Key Start - A vehicle start and run cycle of at least
20 seconds.
Warm-up Cycle - A vehicle start and run cycle
such that the engine coolant must rise to at least
71C (160ÉF) and must rise by at least 4.4C (40ÉF)
from initial start up. To count as a warm-up cycle,
no DTC may occur during the cycle.
21
GENERAL INFORMATION