DODGE TOWN AND COUNTRY 2001 Service Manual

Control Module. The sliding door control module con-
tains software technology which enables it to detect
resistance to door travel and to reverse door travel in
order to avoid damage to the door or to avoid possible
personal injury if the obstruction is a person. This
feature functions in both the opening and closing
cycles. If the power sliding door system develops any
problems the control module will store and recall
Diagnostic Trouble Codes (DTC). The use of a diag-
nostic scan tool, such as the DRB IIItis required to
read and troubleshoot these trouble codes. The slid-
ing door control module can be reflashed if necessary.
Refer to the latest Technical Service Bulletin (TSB)
Information for any updates.
The power door control module is a replaceable
component and cannot be repaired, if found to be
faulty it must be replaced. Consult your Mopary
parts catalog for a specific part number.
OPERATION
The power sliding door control module serves as
the main computer for the power sliding side door
system. All power door functions are processed
through the power door control module and/or the
vehicles body control module (BCM). At the start of a
power open command, a signal is sent to the BCM
and then to the power door control module via the
J1850 data bus circuit. This signal, generated by any
of the power door command switches, tells the power
door control module to activate a power latch release,
engage the clutch assembly and drive the door into
the full open position. If an obstacle is felt during
this power open cycle, the module will reverse direc-
tion and close the door. This process is also enabled
during a power close cycle. This process will repeat
three times, and if a fourth obstacle is detected, the
door will go into full manual mode. Once the full
open position is obtained, a hold open latch assembly
mounted full open switch tells the control module
that the door has reached the full open position. If
the power sliding door system develops any problems
the control module will store and recall Diagnostic
Trouble Codes (DTC). The use of a diagnostic scan
tool, such as the DRB IIItis required to read and
troubleshoot these trouble codes.
REMOVAL
(1) Disconnect and isolate the negative battery
cable.
(2) Remove the appropriate door trim panel from
the vehicle. Refer to Body for the procedure.
(3) Remove the weather shield. Refer to Body for
the procedure.
(4) Disconnect the power door control module elec-
trical connectors. Slide the red locking tab out (awayfrom module) and depress connector retaining tab,
while pulling straight apart.
(5) Remove the control module retaining screw.
(6) Remove the module from the vehicle.
INSTALLATION
(1) Position the control module and install the
retaining screw.
(2) Connect the control module electrical connec-
tors. Slide the locking tab into the locked position.
(3) Install the appropriate door trim panel on the
vehicle. Refer to Body for the procedure.
(4) Install the weather shield. Refer to Body for
the procedure.
(5) Connect the negative battery cable.
(6) Using an appropriate scan tool, check and
erase any power door control module diagnostic trou-
ble codes.
(7) Verify power door system operation. Cycle the
power door through one complete open and close
cycle.
TRANSMISSION CONTROL
MODULE
DESCRIPTION
The Transmission Control Module (TCM) is located
behind the left fender and is fastened with three
screws to three clips in the left frame rail forward of
the suspension (Fig. 13).
OPERATION
The TCM is the controlling unit for all electronic
operations of the transaxle. The TCM receives infor-
mation regarding vehicle operation from both direct
and indirect inputs, and selects the operational mode
of the transaxle. Direct inputs are hardwired to, and
used specifically by the TCM. Indirect inputs origi-
nate from other components/modules, and are shared
with the TCM via the communication bus.
Some examples ofdirect inputsto the TCM are:
²Battery (B+) voltage
²Ignition ªONº voltage
²Transmission Control Relay (Switched B+)
²Throttle Position Sensor
²Crankshaft Position Sensor (CKP)
²Transmission Range Sensor (TRS)
²Pressure Switches (L/R, 2/4, OD)
²Transmission Temperature Sensor (Integral to
TRS)
²Input Shaft Speed Sensor
8E - 24 ELECTRONIC CONTROL MODULESRS
SLIDING DOOR CONTROL MODULE (Continued)
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²Output Shaft Speed Sensor
Some examples ofindirect inputsto the TCM
are:
²Engine/Body Identification
²Manifold Pressure
²Target Idle
²Torque Reduction Confirmation
²Speed Control ON/OFF Switch
²Engine Coolant Temperature
²Ambient/Battery Temperature
²Brake Switch Status
²DRB Communication
Based on the information received from these var-
ious inputs, the TCM determines the appropriate
shift schedule and shift points, depending on the
present operating conditions and driver demand.
This is possible through the control of various direct
and indirect outputs.
Some examples of TCMdirect outputsare:
²Transmission Control Relay
²Solenoids (LR/CC, 2/4, OD and UD)
²Vehicle Speed (to PCM)
²Torque Reduction Request (to PCM)
An example of a TCMindirect outputis:
²Transmission Temperature (to PCM)
In addition to monitoring inputs and controlling
outputs, the TCM has other important responsibili-
ties and functions:
²Storing and maintaining Clutch Volume Indices
(CVI)
²Storing and selecting appropriate Shift Sched-
ules
²System self-diagnostics²Diagnostic capabilities (with DRB scan tool)
CLUTCH VOLUME INDEX (CVI)
An important function of the TCM is to monitor
Clutch Volume Index (CVI). CVIs represent the vol-
ume of fluid needed to compress a clutch pack.
The TCM monitors gear ratio changes by monitor-
ing the Input and Output Speed Sensors. The Input,
or Turbine Speed Sensor sends an electrical signal to
the TCM that represents input shaft rpm. The Out-
put Speed Sensor provides the TCM with output
shaft speed information.
By comparing the two inputs, the TCM can deter-
mine transaxle gear ratio. This is important to the
CVI calculation because the TCM determines CVIs
by monitoring how long it takes for a gear change to
occur (Fig. 14).
Gear ratios can be determined by using the DRB
Scan Tool and reading the Input/Output Speed Sen-
sor values in the ªMonitorsº display. Gear ratio can
be obtained by dividing the Input Speed Sensor value
by the Output Speed Sensor value.
For example, if the input shaft is rotating at 1000
rpm and the output shaft is rotating at 500 rpm,
then the TCM can determine that the gear ratio is
Fig. 13 Transmission Control Module (TCM)
Location
1 - TRANSMISSION CONTROL MODULE (TCM)
Fig. 14 Example of CVI Calculation
1 - OUTPUT SPEED SENSOR
2 - OUTPUT SHAFT
3 - CLUTCH PACK
4 - SEPARATOR PLATE
5 - FRICTION DISCS
6 - INPUT SHAFT
7 - INPUT SPEED SENSOR
8 - PISTON AND SEAL
RSELECTRONIC CONTROL MODULES8E-25
TRANSMISSION CONTROL MODULE (Continued)
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2:1. In direct drive (3rd gear), the gear ratio changes
to 1:1. The gear ratio changes as clutches are applied
and released. By monitoring the length of time it
takes for the gear ratio to change following a shift
request, the TCM can determine the volume of fluid
used to apply or release a friction element.
The volume of transmission fluid needed to apply
the friction elements are continuously updated for
adaptive controls. As friction material wears, the vol-
ume of fluid need to apply the element increases.Certain mechanical problems within the clutch
assemblies (broken return springs, out of position
snap rings, excessive clutch pack clearance, improper
assembly, etc.) can cause inadequate or out-of-range
clutch volumes. Also, defective Input/Output Speed
Sensors and wiring can cause these conditions. The
following chart identifies the appropriate clutch vol-
umes and when they are monitored/updated:
CLUTCH VOLUMES
ClutchWhen Updated
Proper Clutch
Volume
Shift Sequence Oil Temperature Throttle Angle
L/R2-1 or 3-1 coast
downshift>70É <5É 35to83
2/4 1-2 shift
> 110É5 - 54É20 to 77
OD 2-3 shift 48 to 150
UD 4-3 or 4-2 shift > 5É 24 to 70
SHIFT SCHEDULES
As mentioned earlier, the TCM has programming
that allows it to select a variety of shift schedules.
Shift schedule selection is dependent on the follow-
ing:
²Shift lever position
²Throttle position²Engine load
²Fluid temperature
²Software level
As driving conditions change, the TCM appropri-
ately adjusts the shift schedule. Refer to the follow-
ing chart to determine the appropriate operation
expected, depending on driving conditions.
Schedule Condition Expected Operation
Extreme ColdOil temperature at start-up below
-16É FPark, Reverse, Neutral and 2nd
gear only (prevents shifting which
may fail a clutch with frequent
shifts)
ColdOil temperature at start-up above
-12É F and below 36É F± Delayed 2-3 upshift
(approximately 22-31 mph)
± Delayed 3-4 upshift (45-53 mph)
± Early 4-3 costdown shift
(approximately 30 mph)
± Early 3-2 coastdown shift
(approximately 17 mph)
± High speed 4-2, 3-2, 2-1 kickdown
shifts are prevented
± No EMCC
WarmOil temperature at start-up above
36É F and below 80 degree F± Normal operation (upshift,
kickdowns, and coastdowns)
± No EMCC
8E - 26 ELECTRONIC CONTROL MODULESRS
TRANSMISSION CONTROL MODULE (Continued)
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Schedule Condition Expected Operation
HotOil temperature at start-up above
80É F± Normal operation (upshift,
kickdowns, and coastdowns)
± Full EMCC, no PEMCC except to
engage FEMCC (except at closed
throttle at speeds above 70-83 mph)
OverheatOil temperature above 240É F or
engine coolant temperature above
244É F± Delayed 2-3 upshift (25-32 mph)
± Delayed 3-4 upshift (41-48 mph)
± 3rd gear FEMCC from 30-48 mph
± 3rd gear PEMCC from 27-31 mph
Super OverheatOil temperature above 260É F ± All9Overheat9shift schedule
features apply
± 2nd gear PEMCC above 22 mph
± Above 22 mph the torque
converter will not unlock unless the
throttle is closed or if a wide open
throttle 2nd PEMCC to 1 kickdown
is made
STANDARD PROCEDURE - PINION FACTOR
SETTING
NOTE: This procedure must be performed if the
Transmission Control Module (TCM) has been
replaced with a NEW or replacement unit. Failure to
perform this procedure will result in an inoperative
or improperly calibrated speedometer.
The vehicle speed readings for the speedometer are
taken from the output speed sensor. The TCM must
be calibrated to the different combinations of equip-
ment (final drive and tires) available. Pinion Factor
allows the technician to set the Transmission Control
Module initial setting so that the speedometer read-
ings will be correct. To properly read and/or reset the
Pinion Factor, it is necessary to use a DRB scan tool.
(1) Plug the DRB scan tool into the diagnostic con-
nector located under the instrument panel.
(2) Select the Transmission menu.
(3) Select the Miscellaneous menu.
(4) Select Pinion Factor. Then follow the instruc-
tions on the DRB scan tool screen.
STANDARD PROCEDURE - QUICK LEARN
PROCEDURE
The quick learn procedure requires the use of the
DRB scan tool. This program allows the electronic
transaxle system to recalibrate itself. This will pro-
vide the best possible transaxle operation.NOTE: The quick learn procedure should be per-
formed if any of the following procedures are per-
formed:
²Transaxle Assembly Replacement
²Transmission Control Module Replacement
²Solenoid/Pressure Switch Assembly Replacement
²Clutch Plate and/or Seal Replacement
²Valve Body Replacement or Recondition
To perform the Quick Learn Procedure, the follow-
ing conditions must be met:
²The brakes must be applied
²The engine speed must be above 500 rpm
²The throttle angle (TPS) must be less than 3
degrees
²The shift lever position must stay until
prompted to shift to overdrive
²The shift lever position must stay in overdrive
after the Shift to Overdrive prompt until the DRB
indicates the procedure is complete
²The calculated oil temperature must be above
60É and below 200É
(1) Plug the DRB scan tool into the diagnostic con-
nector. The connector is located under the instrument
panel.
(2) Go to the Transmission screen.
(3) Go to the Miscellaneous screen.
(4) Select Quick Learn Procedure. Follow the
instructions of the DRB to perform the Quick Learn
Procedure.
RSELECTRONIC CONTROL MODULES8E-27
TRANSMISSION CONTROL MODULE (Continued)
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STANDARD PROCEDURE - TCC BREAK-IN
VIEW/RESTART PROCEDURE
The Transmission Control Module (TCM) employs
a strategy which modifies torque converter clutch
(TCC) operation. This strategy conditions the torque
converter clutch disc for optimum converter clutch
engagement and feel throughout the life of the trans-
axle. The cycle inhibits FEMCC until six hours of
PEMCC operation have taken place, or the vehicle
has been driven 6,035 km (3750 miles). The cycle
automatically terminates when either the time or
mileage has been achieved, however, the mileage
may vary slightly from vehicle to vehicle.
The TCC break-in cycle must be restarted using
the DRB Scan Tool, and upon:
²Replacement of TCM on vehicle with less than
6,035 km (3750 miles) or less than 6 hours of
PEMCC operation
²Replacement of torque converter assembly at
any vehicle mileage
NOTE: Failure to restart the TCC Break-In Cycle
upon TCM replacement in vehicles with less than
six hours of PEMCC or less than 6,035 km (3750
miles), or upon torque converter replacement at any
mileage, may result in vehicle shudder during cer-
tain operating conditions.
Procedure
The DRB Scan Tool is required to view and/or
restart the TCC Break-In cycle.
(1) Connect the DRB Scan Tool to the vehicle diag-
nostic connector.
(2) Navigate to ªTCC Break-Inº via Transmission/
Transmission Control Module/Miscellaneous.
(3) View or Start TCC Break-In as prompted by
DRB menu.
REMOVAL
NOTE: If transmission control module is being
replaced with a new or replacement unit, the Pinion
Factor and Quick Learn procedures must be per-
formed. (Refer to 8 - ELECTRICAL/ELECTRONIC
CONTROL MODULES/TRANSMISSION CONTROL
MODULE - STANDARD PROCEDURE) (Refer to 8 -
ELECTRICAL/ELECTRONIC CONTROL MODULES/
TRANSMISSION CONTROL MODULE - STANDARD
PROCEDURE) If vehicle has less than 6,035 km
(3750 miles), the Torque Converter Clutch (TCC)
Break-In Strategy reset procedure must also be per-
formed. (Refer to 8 - ELECTRICAL/ELECTRONIC
CONTROL MODULES/TRANSMISSION CONTROL
MODULE - STANDARD PROCEDURE)(1) Disconnect battery negative cable.
(2) Raise vehicle on hoist.
(3) Remove left front tire/wheel assembly.
(4) Pull back splash shield to gain access to TCM
location.
(5) Disconnect TCM 60-way connector (Fig. 15).
(6) Remove three (3) TCM-to-rail screws and
remove TCM from vehicle (Fig. 16).
Fig. 15 Transmission Control Module 60-way
Connector
1 - TRANSMISSION CONTROL MODULE (TCM)
2 - 60-WAY CONNECTOR
Fig. 16 Transmission Control Module Removal/
Installation
1 - SCREW
2 - TRANSMISSION CONTROL MODULE (TCM)
3 - CLIP
4 - LEFT RAIL
8E - 28 ELECTRONIC CONTROL MODULESRS
TRANSMISSION CONTROL MODULE (Continued)
2001 RS Service Manual
Publication No. 81-370-1005
TSB 26-03-01 March, 2001
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INSTALLATION
NOTE: If transmission control module is being
replaced with a new or replacement unit, the Pinion
Factor and Quick Learn procedures must be per-
formed. (Refer to 8 - ELECTRICAL/ELECTRONIC
CONTROL MODULES/TRANSMISSION CONTROL
MODULE - STANDARD PROCEDURE) (Refer to 8 -
ELECTRICAL/ELECTRONIC CONTROL MODULES/
TRANSMISSION CONTROL MODULE - STANDARD
PROCEDURE)
NOTE: If TCM is replaced and vehicle has less than
6,035 km (3750 miles), the Torque Converter Clutch
(TCC) Break-In Strategy reset procedure must also
be performed. (Refer to 8 - ELECTRICAL/ELEC-
TRONIC CONTROL MODULES/TRANSMISSION
CONTROL MODULE - STANDARD PROCEDURE)
(1) Install TCM into position (Fig. 17). Install
three (3) screws and torque to 3 N´m (30 in. lbs.).(2) Install TCM harness 60±way connector (Fig.
18) and torque to 4 N´m (35 in. lbs.).
(3) Install splash shield into position with fasten-
ers.
(4) Install left front wheel/tire assembly.
(5) Lower vehicle.
(6) Connect battery negative cable.
(7) If TCM was replaced, reset Pinion Factor and
Quick Learn. (Refer to 8 - ELECTRICAL/ELEC-
TRONIC CONTROL MODULES/TRANSMISSION
CONTROL MODULE - STANDARD PROCEDURE)
(Refer to 8 - ELECTRICAL/ELECTRONIC CON-
TROL MODULES/TRANSMISSION CONTROL
MODULE - STANDARD PROCEDURE).
(8) If TCM was replaced and vehicle has less than
6,035 km (3750 miles), perform TCC Break-In reset
procedure. (Refer to 8 - ELECTRICAL/ELECTRONIC
CONTROL MODULES/TRANSMISSION CONTROL
MODULE - STANDARD PROCEDURE)
Fig. 17 Transmission Control Module Removal/
Installation
1 - SCREW
2 - TRANSMISSION CONTROL MODULE (TCM)
3 - CLIP
4 - LEFT RAIL
Fig. 18 Transmission Control Module 60-way
Connector
1 - TRANSMISSION CONTROL MODULE (TCM)
2 - 60-WAY CONNECTOR
RSELECTRONIC CONTROL MODULES8E-29
TRANSMISSION CONTROL MODULE (Continued)
2001 RS Service Manual
Publication No. 81-370-1005
TSB 26-03-01 March, 2001
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ENGINE SYSTEMS
TABLE OF CONTENTS
page page
BATTERY SYSTEM......................... 1
CHARGING.............................. 21STARTING............................... 27
BATTERY SYSTEM
TABLE OF CONTENTS
page page
BATTERY SYSTEM
DESCRIPTION............................2
OPERATION.............................2
DIAGNOSIS AND TESTING..................2
BATTERY SYSTEM......................2
CLEANING...............................5
INSPECTION.............................5
BATTERY
DESCRIPTION............................6
OPERATION.............................7
DIAGNOSIS AND TESTING..................8
BATTERY..............................8
STANDARD PROCEDURE...................9
CHECKING BATTERY ELECTROLYTE
LEVEL................................9
BATTERY CHARGING....................9
BUILT- IN INDICATOR TEST...............11
HYDROMETER TEST....................11
OPEN-CIRCUIT VOLTAGE TEST...........12
LOAD TEST...........................13
IGNITION-OFF DRAW TEST...............14
REMOVAL..............................16INSTALLATION...........................16
BATTERY HOLDDOWN
DESCRIPTION...........................16
OPERATION.............................16
REMOVAL..............................16
INSTALLATION...........................16
BATTERY CABLES
DESCRIPTION...........................17
OPERATION.............................17
DIAGNOSIS AND TESTING.................17
BATTERY CABLE.......................17
BATTERY TRAY
DESCRIPTION...........................19
OPERATION.............................19
REMOVAL..............................19
INSTALLATION...........................19
THERMAL GUARD
DESCRIPTION...........................20
OPERATION.............................20
REMOVAL..............................20
INSTALLATION...........................20
RSENGINE SYSTEMS8F-1
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BATTERY SYSTEM
DESCRIPTION
A single 12-volt battery system is standard factory-
installed equipment on this model. All of the compo-
nents of the battery system are located within the
engine compartment of the vehicle. The service infor-
mation for the battery system in this vehicle covers
the following related components, which are covered
in further detail elsewhere in this service manual:
²Battery- The storage battery provides a reli-
able means of storing a renewable source of electrical
energy within the vehicle.
²Battery Cable- The battery cables connect the
battery terminal posts to the vehicle electrical sys-
tem.
²Battery Holddown- The battery holddown
hardware secures the battery in the battery tray in
the engine compartment.
²Battery Thermoguard- The battery thermo-
guard insulates the battery to protect it from engine
compartment temperature extremes.
²Battery Tray- The battery tray provides a
secure mounting location in the vehicle for the bat-
tery and an anchor point for the battery holddown
hardware.
For battery system maintenance schedules and
jump starting procedures, see the owner's manual in
the vehicle glove box. Optionally, refer to Lubrication
and Maintanance for the recommended battery main-
tenance schedules and for the proper battery jump
starting procedures. While battery charging can be
considered a maintenance procedure, the battery
charging procedures and related information are
located in the standard procedures section of this ser-
vice manual. This was done because the battery must
be fully-charged before any battery system diagnosis
or testing procedures can be performed. Refer to
Standard procedures for the proper battery charging
procedures.
OPERATION
The battery system is designed to provide a safe,
efficient, reliable and mobile means of delivering and
storing electrical energy. This electrical energy is
required to operate the engine starting system, as
well as to operate many of the other vehicle acces-sory systems for limited durations while the engine
and/or the charging system are not operating. The
battery system is also designed to provide a reserve
of electrical energy to supplement the charging sys-
tem for short durations while the engine is running
and the electrical current demands of the vehicle
exceed the output of the charging system. In addition
to delivering, and storing electrical energy for the
vehicle, the battery system serves as a capacitor and
voltage stabilizer for the vehicle electrical system. It
absorbs most abnormal or transient voltages caused
by the switching of any of the electrical components
or circuits in the vehicle.
DIAGNOSIS AND TESTING - BATTERY SYSTEM
The battery, starting, and charging systems in the
vehicle operate with one another and must be tested
as a single complete system. In order for the engine
to start and the battery to charge properly, all of the
components that are used in these systems must per-
form within specifications. It is important that the
battery, starting, and charging systems be thoroughly
tested and inspected any time a battery needs to be
charged or replaced. The cause of abnormal battery
discharge, overcharging or early battery failure must
be diagnosed and corrected before a battery is
replaced and before a vehicle is returned to service.
The service information for these systems has been
separated within this service manual to make it eas-
ier to locate the specific information you are seeking.
However, when attempting to diagnose any of these
systems, it is important that you keep their interde-
pendency in mind.
The diagnostic procedures used for the battery,
starting, and charging systems include the most
basic conventional diagnostic methods, to the more
sophisticated On-Board Diagnostics (OBD) built into
the Powertrain Control Module (PCM). Use of an
induction-type milliampere ammeter, a volt/ohmme-
ter, a battery charger, a carbon pile rheostat (load
tester) and a 12-volt test lamp may be required. All
OBD-sensed systems are monitored by the PCM.
Each monitored circuit is assigned a Diagnostic Trou-
ble Code (DTC). The PCM will store a DTC in elec-
tronic memory for any failure it detects. Refer to
Charging System for the proper charging system on-
board diagnostic test procedures.
8F - 2 BATTERY SYSTEMRS
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BATTERY SYSTEM DIAGNOSIS
CONDITION POSSIBLE CAUSES CORRECTION
THE BATTERY SEEMS
WEAK OR DEAD WHEN
ATTEMPTING TO START
THE ENGINE.1. The battery has an
incorrect size or rating for
this vehicle.1. Refer to Battery Specifications for the proper
size and rating. Replace an incorrect battery, as
required.
2. The battery is physically
damaged.2. Inspect the battery for loose terminal posts or a
cracked and leaking case. Replace the damaged
battery, as required.
3. The battery terminal
connections are loose or
corroded.3. Refer to Battery Cable for the proper cable
diagnosis and testing procedures. Clean and
tighten the battery terminal connections, as
required.
4. The battery is discharged. 4. Determine the battery state-of-charge. Refer to
Standard Procedures for the proper test
procedures. Charge the faulty battery, as
required.
5. The electrical system
ignition-off draw is excessive.5. Refer to Standard Procedures for the proper
test procedures. Repair the faulty electrical
system, as required.
6. The battery is faulty. 6. Determine the battery cranking capacity. Refer
to Standard Procedures for the test procedures.
Replace the faulty battery, as required.
7. The starting system is
faulty.7. Determine if the starting system is performing
to specifications. Refer to Starting System for the
proper starting system diagnosis and testing
procedures. Repair the faulty starting system, as
required.
8. The charging system is
faulty.8. Determine if the charging system is performing
to specifications. Refer to Charging System for
the proper charging system diagnosis and testing
procedures. Repair the faulty charging system, as
required.
RSBATTERY SYSTEM8F-3
BATTERY SYSTEM (Continued)
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