key CHRYSLER VOYAGER 2001 Service Manual

OPERATION
The Brake/Transmission Shift Interlock (BTSI)
Solenoid prevents the transmission shift lever from
being moved out of PARK (P) unless the brake pedal
is applied. The BTSI solenoid is hardwired to and
controlled by the Intelligent Power Module (IPM).
Battery voltage is applied to one side of the solenoid
with the ignition key is in either the ON/RUN or
START positions (Fig. 306). The ground side of the
solenoid is controlled by a driver within the IPM. It
relies on voltage supplied from the stop lamp switch
to the stop lamp sense circuit within the IPM to tell
when the brake pedal is depressed. When the brake
pedal is depressed, the ground circuit opens, de-ener-
gizing the solenoid. When the brake pedal is
released, the ground circuit is closed, energizing the
solenoid.
When the ignition key is in either the ON/RUN or
START positions, the BTSI solenoid is energized, and
the solenoid plunger hook pulls the shift lever pawl
into position, prohibiting the shift lever from moving
out of PARK (P) (Fig. 307). When the brake pedal is
depressed, the ground circuit opens, de-energizing
the solenoid. This moves the gearshift lever pawl out
of the way (Fig. 308), allowing the shift lever to be
moved into any gear position.
A conventional mechanical interlock system is also
used. This system manually prohibits shifter move-
ment when the ignition switch is in the LOCK or
ACC positions. Solenoid operation is not required in
these key positions. When the ignition key is in the
OFF position, the gearshift lever is unrestricted, and
able to move into any gear position (during towing,
dead battery, etc.).
Fig. 306 Ignition Key/Switch Positions
1 - ACC
2 - LOCK
3 - OFF
4 - ON/RUN
5-START
Fig. 307 Pawl Engaged to Shift Lever
1 - GEAR SHIFT LEVER
2 - GEAR SHIFT LEVER PAWL
Fig. 308 Pawl Disengaged From Shift Lever
1 - GEAR SHIFT LEVER
2 - GEAR SHIFT LEVER PAWL
RSAUTOMATIC - 41TE21 - 273
SHIFT INTERLOCK SOLENOID (Continued)

For intended BTSI system operation, refer to the
following chart:
ACTION EXPECTED RESPONSE
1. Turn key to the9OFF9
position.1. Shifter CAN be shifted
out of park.
2. Turn key to the
9ON/RUN9position.2. Shifter CANNOT be
shifted out of park.
3. Turn key to the
9ON/RUN9position and
depress the brake pedal.3. Shifter CAN be shifted
out of park.
4. Leave shifter in any
gear and try to return key
to the9LOCK9or9ACC9
position.4. Key cannot be
returned to the9LOCK9or
9ACC9position.
5. Return shifter to
9PARK9and try to remove
the key.5. Key can be removed
(after returning to9LOCK9
position).
6. With the key removed,
try to shift out of9PARK9.6. Shifter cannot be
shifted out of9PARK9.
NOTE: Any failure to meet these expected
responses requires system adjustment or repair.
DIAGNOSIS AND TESTING - BRAKE/
TRANSMISSION SHIFT INTERLOCK SOLENOID
For intended BTSI system operation, refer to the
following chart:
ACTION EXPECTED RESPONSE
1. Turn key to the9OFF9
position.1. Shifter CAN be shifted
out of park.
2. Turn key to the
9ON/RUN9position.2. Shifter CANNOT be
shifted out of park.
3. Turn key to the
9ON/RUN9position and
depress the brake pedal.3. Shifter CAN be shifted
out of park.
4. Leave shifter in any
gear and try to return key
to the9LOCK9or9ACC9
position.4. Key cannot be
returned to the9LOCK9or
9ACC9position.
5. Return shifter to
9PARK9and try to remove
the key.5. Key can be removed
(after returning to9LOCK9
position).
6. With the key removed,
try to shift out of9PARK9.6. Shifter cannot be
shifted out of9PARK9.
NOTE: Any failure to meet these expected
responses requires system repair. Refer to the
appropriate Diagnostic Information.
REMOVAL
(1) Disconnect battery negative cable.
(2) Remove instrument panel lower shroud (Fig.
309).
(3) Remove knee bolster (Fig. 310).
(4) Remove steering column lower shroud.
(5) Disconnect brake/transmission shift interlock
(BTSI) solenoid connector (Fig. 311).
(6) Remove two (2) solenoid-to-column screws (Fig.
312).
(7) Remove solenoid.
Fig. 309 Instrument Panel Lower Silencer
1 - INSTRUMENT PANEL LOWER SILENCER
Fig. 310 Knee Bolster
1 - KNEE BOLSTER
21 - 274 AUTOMATIC - 41TERS
SHIFT INTERLOCK SOLENOID (Continued)

TRANSMISSION CONTROL
RELAY
DESCRIPTION
The transmission control relay (Fig. 340) is located
in the Intelligent Power Module (IPM), which is
located on the left side of the engine compartment
between the battery and left fender.
OPERATION
The relay is supplied fused B+ voltage, energized
by the TCM, and is used to supply power to the sole-
noid pack when the transmission is in normal oper-
ating mode. When the relay is ªoffº, no power is
supplied to the solenoid pack and the transmission is
in ªlimp-inº mode. After a controller reset (ignition
key turned to the ªrunº position or after cranking
engine), the TCM energizes the relay. Prior to this,
the TCM verifies that the contacts are open by check-
ing for no voltage at the switched battery terminals.
After this is verified, the voltage at the solenoid pack
pressure switches is checked. After the relay is ener-
gized, the TCM monitors the terminals to verify that
the voltage is greater than 3 volts.
TRANSMISSION RANGE
SENSOR
DESCRIPTION
The Transmission Range Sensor (TRS) is mounted
to the top of the valve body inside the transaxle and
can only be serviced by removing the valve body. The
electrical connector extends through the transaxle
case (Fig. 341) .
The Transmission Range Sensor (TRS) has four
switch contacts that monitor shift lever position and
send the information to the TCM.
The TRS also has an integrated temperature sen-
sor (thermistor) that communicates transaxle tem-
perature to the TCM and PCM (Fig. 342) .
OPERATION
The Transmission Range Sensor (TRS) (Fig. 341)
communicates shift lever position (SLP) to the TCM
as a combination of open and closed switches. Each
shift lever position has an assigned combination of
switch states (open/closed) that the TCM receives
from four sense circuits. The TCM interprets this
information and determines the appropriate trans-
axle gear position and shift schedule.
Fig. 340 Transmission Control Relay Location
1 - TRANSMISSION CONTROL RELAY
2 - LEFT FENDER
3 - INTELLIGENT POWER MODULE (IPM)
4 - BATTERYFig. 341 Transmission Range Sensor (TRS)
Location
1 - TRANSMISSION RANGE SENSOR
RSAUTOMATIC - 41TE21 - 287

DIAGNOSIS AND TESTING - COMMON
PROBLEM CAUSES
The majority of transaxle malfunctions are a result
of:
²Insufficient lubrication
²Incorrect lubricant
²Misassembled or damaged internal components
²Improper 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.
Hard shifting may also be caused by a binding or
broken shift cover mechanism. Remove shift cover
and verify smooth operation. Replace as necessary.
Misassembled synchronizer components also cause
shifting problems. Incorrectly installed synchronizer
sleeves, keys, balls, or springs can cause shift prob-
lems.
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. Check
for missing snap rings.
LOW LUBRICANT LEVEL
Insufficient transaxle lubricant is usually the
result of leaks, or inaccurate fluid level check or refill
method. 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 cali-
brated. 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.
REMOVAL
REMOVAL - 2.4L GAS
(1) Raise hood.
(2) Disconnect gearshift cables from shift levers/
cover assembly (Fig. 10).
(3) Remove gearshift cable retaining clips from
mounting bracket (Fig. 10). Remove cables and
secure out of way.
(4) Remove three (3) right engine mount bracket-
to-transaxle bolts (Fig. 11).
(5) Raise vehicle on hoist.
(6) Remove front wheel/tires and halfshafts.
(7) Drain transaxle fluid into suitable container.
(8) Remove cradle plate.
(9) Remove front harness retainer and secure har-
ness out of way.
(10) Remove clutch release access cover.
(11)RHD Models:Using Tool 6638A, disconnect
clutch hydraulic circuit quick connect (located on
slave cylinder tube). Remove clutch slave cylinder by
depressing towards case and rotating counter-clock-
wise 60É, while lifting anti-rotation tab out of case
slot with screwdriver (Fig. 12).LHD Models:
Remove clutch release cable by pulling outward on
cable housing, then forward to allow cable core to
pass through case slot (Fig. 13). Disengage T-end
from release lever and secure cable out of way.
(12) Remove engine left mount bracket.
(13) Remove starter motor (Fig. 14).
Fig. 10 Gearshift Cables at Transaxle
1 - SELECTOR CABLE
2 - CABLE RETAINER
3 - CABLE RETAINER
4 - CROSSOVER CABLE
5 - MOUNT BRACKET
RGT850 MANUAL TRANSAXLE21a-11
T850 MANUAL TRANSAXLE (Continued)

SHIFT FORK AND SHAFT
DESCRIPTION
The T850 utilizes a unique shift fork and shaft
arrangement consisting of three shift forks and two
shafts as shown in (Fig. 285). This system is oper-
ated by the shift cover assembly, which combined
with a unique gearshift cable design, offers a higher
mechanical advantage over traditional shift systems.
This arrangement results in less friction and lower
shift cable loads for smoother, more positive opera-
tion. The shift fork assemblies are constructed of
brass, float about the shafts with the aid of needle
bearings, and are serviced only as fork/bearing
assemblies.
SYNCHRONIZER
DESCRIPTION
The T850 transaxle uses two styles of synchronizer
assemblies; a conventional single-cone style is used
for the 5th/Reverse and 3rd/4th applications (Fig.
286), and a dual-cone style for the 1st/2nd gear appli-
cation (Fig. 287).
DISASSEMBLY
Place synchronizer in a clean shop towel and wrap.
Press on inner hub. Carefully open up shop towel
and remove springs, balls, keys, hub, and sleeve.
CLEAN
Do not attempt to clean the blocking rings in sol-
vent. The friction material will become contaminated.
Place synchronizer components in a suitable holder
and clean with solvent. Air dry.
INSPECT
Proper inspection of components involve:
²Teeth, for wear, scuffed, nicked, burred, or bro-
ken teeth
²Keys, for wear or distortion
²Balls and springs, for distortion, cracks, or wear
If any of these conditions exist in these compo-
nents, replace as necessary.
ASSEMBLY
(1) Position synchronizer hub onto work bench.
Hub is non-directional.
Fig. 285 Shift Fork/Shaft Components
1 - 5/R FORK
2 - SHAFT/LINK ASSEMBLY
3 - LINK
4 - 3/4 FORK
5 - 1/2 FORK
Fig. 286 3/4-5/R Synchronizer Assembly
1 - SLEEVE
2 - HUB
3 - BLOCKER RING (2)
4 - SPRING (3)
5 - KEY (3)
6 - BALL (3)
RGT850 MANUAL TRANSAXLE21a-95

(2) Install springs into hub slot.
(3) Insert key into hub and spring.
(4) Apply petroleum jelly to the hole in the key.
Insert balls into each key.
(5) Slide sleeve over the hub and depress balls as
you carefully slip the sleeve into position.
VEHICLE SPEED SENSOR
REMOVAL
(1) Raise vehicle on hoist.
(2) Disconnect the speed sensor connector (Fig.
288).
CAUTION: Clean area around speed sensor before
removing to prevent dirt from entering the transaxle
during speed sensor removal.(3) Remove speed sensor retaining bolt (Fig. 288).
(4) Remove speed sensor from transaxle.
CAUTION: Carefully remove vehicle speed sensor
so that sensor drive gear does not fall into trans-
axle. Should sensor drive gear fall into the trans-
axle during sensor removal, drive gear must be
reattached to sensor.
(5) Remove speed sensor drive gear from speed
sensor.
INSTALLATION
(1) Install pinion gear to speed sensor (Fig. 288) .
(2) Using a NEW o-ring, install the speed sensor
to the transaxle (Fig. 288) .
(3) Install the bolt and torque to 7 N´m (60 in.
lbs.).
(4) Connect speed sensor connector (Fig. 288) .
(5) Lower vehicle and road test to verify proper
speedometer operation.
Fig. 287 1/2 Synchronizer Assembly
1 - SLEEVE
2 - REACTOR RING (2)
3 - HUB
4 - BLOCKER RING (2)
5 - SLEEVE
6 - FRICTION CONE (2)
7 - SPRING (3)
8 - KEY (3)
9 - BALL (3)
Fig. 288 Speed Sensor and Pinion Removal/
InstallationÐTypical
1 - CONNECTOR
2 - SENSOR
3 - O-RING
4 - GEAR
21a - 96 T850 MANUAL TRANSAXLERG
SYNCHRONIZER (Continued)

BODY
TABLE OF CONTENTS
page page
BODY
DESCRIPTION............................1
WARNING...............................2
DIAGNOSIS AND TESTING..................2
WATER LEAKS..........................2
WIND NOISE...........................3
STANDARD PROCEDURE...................4
PLASTIC BODY PANEL REPAIR.............4
HEAT STAKING.........................8
SPECIFICATIONS.........................9
SPECIAL TOOLS........................151DOOR - FRONT.........................152
DOORS - SLIDING.......................162
DECKLID/HATCH/LIFTGATE/TAILGATE.......180
EXTERIOR.............................184
HOOD................................199
INSTRUMENT PANEL....................202
INTERIOR.............................208
PAINT................................220
SEATS................................222
STATIONARY GLASS.....................243
WEATHERSTRIP/SEALS..................248
BODY
DESCRIPTION - LOCK CYLINDERS
Ignition, door, deck lid, and rear hatch lock cylin-
ders are all codable to the key. Lock barrels, tum-
blers, and tumbler springs are available to allow the
technician to change replacement locks cylinders to
match the customer's original key set. See the appro-
priate section in this manual for lock cylinder
removal. See the Moparž catalogue for part numbers
and lock coding procedures.
DESCRIPTION - VEHICLE IDENTIFICATION
Throughout this group, references to the
DaimlerChrysler Corporation vehicle family identifi-
cation code are used when describing a procedure
that is unique to that vehicle. Refer to Introduction
Group of this manual for detailed information on
vehicle identification. If a procedure is common to all
vehicles covered in this manual, no reference will be
made to a vehicle family code.
DESCRIPTION - PUSH-IN FASTENERS
DaimlerChrysler Corporation uses many different
types of push-in fasteners to secure the interior and
exterior trim to the body. Most of these fasteners can
be reused to assemble the trim during various repair
procedures. At times, a push-in fastener cannot be
removed without damaging the fastener or the com-
ponent it is holding. If it is not possible to remove a
fastener without damaging a component or body, cut
or break the fastener and use a new one when
installing the component. Never pry or pound on a
plastic or pressed-board trim component. Using a
suitable fork-type prying device, pry the fastener
from the retaining hole behind the component beingremoved. When installing, verify fastener alignment
with the retaining hole by hand. Push directly on or
over the fastener until it seats. Apply a low-force pull
to the panel to verify that it is secure.
When it is necessary to remove components to ser-
vice another, it should not be necessary to apply
excessive force or bend a component to remove it.
Before damaging a trim component, verify hidden
fasteners or captured edges holding the component in
place.
DESCRIPTION
PAINT
The original equipment finish is a multi-step pro-
cess that involves cleaning, electrodeposition (e-coat),
base coat, and clear coat steps. Additionally, selected
areas of the vehicle may be coated with an anti-chip
finish.
On most vehicles a two-stage paint application
(base coat/clear coat) is used. Color that is applied to
primer is called base coat. The clear coat protects the
base coat from ultraviolet light and provides a dura-
ble high-gloss finish.
STATIONARY GLASS
Windshields are made of two pieces of glass with a
plastic inner layer. Windshields and selected station-
ary glass are structural members of the vehicle. The
windshield glass is bonded to the windshield frame
with urethane adhesive.
Windshields and other stationary glass protect the
occupants from the effects of the elements. Wind-
shields are also used to retain some airbags in posi-
tion during deployment. Urethane bonded glass is
difficult to salvage during removal. The urethane
bonding is difficult to cut or clean from any surface.
RSBODY23-1

(4) Allow the repaired area to cool and verify the
repair.
(5) Install trim panel.
SPECIFICATIONS
BODY LUBRICATION SPECIFICATIONS
LUBRICATION REQUIREMENTS
Body mechanisms and linkages should be
inspected, cleaned, and lubricated, as required, to
maintain ease of operation and to provide protectionagainst rust and wear. When performing other under
hood services, the hood latch release mechanism and
safety catch should be inspected, cleaned, and lubri-
cated. During the winter season, external door lock
cylinders should be lubricated to assure proper oper-
ation when exposed to water and ice.
Prior to the application of any lubricant, the parts
concerned should be wiped clean to remove dust and
grit. If necessary, a suitable solvent can be used to
clean the item to be lubricated. After lubricating a
component, any excess oil or grease should be
removed.
LUBRICANT APPLICATION
DOOR LOCK CYLINDERS
(1) Apply a small amount of lubricant directly into
the lock cylinder.
(2) Apply a small amount of lubricant to the key.
(3) Insert key into lock cylinder and cycle the
mechanism from the locked to the unlocked position.
NOTE: Do not add more lubricant.
(4) Cycle the lock cylinder mechanism several
times to allow the lubricant to flow throughout the
cylinder.
(5) Wipe all lubricant from exterior of lock cylinder
and key.
ALL OTHER BODY MECHANISMS
(1) Clean component as described above.
(2) Apply specified lubricant to all pivoting and
sliding contact areas of component.Fig. 16 COVER MESH WITH EPOXY
1 - EPOXY
2 - MESH
3 - PATCH
4 - SPREADER
RSBODY23-9
BODY (Continued)

INSTALLATION ± A-PILLAR, HEADER, OR
B-PILLAR
(1) Position closeout molding in window frame.
(2) Insert closeout molding into window frame
channel starting at the corners and working inward.
(3) Verify door glass operation.
HINGE
REMOVAL
(1) Release front door latch and open door.
(2) Support door on suitable lifting device.
(3) Remove bolts holding front door to door hinge.
(4) Remove bolts holding hinge to pillar.
(5) Remove door hinge from vehicle.
INSTALLATION
CAUTION: When installing a new hinge, make sure
that the head of each hinge pin is fully seated into
the door hinge. Also, remove the plastic shipping
clip and replace it with the correct metal retaining
clip once the hinge pin is seated.
(1) Paint hinge prior to installation, if necessary.
(2) Position door hinge on vehicle.
(3) Install bolts to hold hinge to pillar.
(4) Install bolts to hold front door to door hinge.
(5)
Align door to achieve equal spacing to surround-
ing body panels. Panels should be flush across all gaps.
(6) Verify door alignment and operation. Adjust as
necessary.
LATCH
REMOVAL
(1) Roll door glass up.
(2) Remove front door trim panel. (Refer to 23 -
BODY/DOOR - FRONT/TRIM PANEL - REMOVAL)
(3) Remove watershield as necessary to gain access
to the outside door handle.
(4) Through access hole at rear of inner door
panel, disconnect wire connector from power door
lock motor, if equipped.
(5) Disengage clips holding linkage to door latch.
(6) Remove linkages from door latch.
(7) Remove screws attaching door latch to door end
frame (Fig. 9).
(8) Remove door latch from door.
Fig. 8 Front Door Frame Closeout Moldings
1 - FRONT DOOR FRAME HEADER CLOSEOUT MOLDING
2 - FRONT DOOR FRAME B-PILLAR CLOSEOUT MOLDING
3 - FRONT DOOR FRAME A-PILLAR CLOSEOUT MOLDING
4 - FRONT DOOR
5 - FRONT DOOR FRAME
Fig. 9 Front Door Latch
1 - KEY CYLINDER LATCH LINK
2-LATCH
3-LATCH
4 - FRONT DOOR
5 - INSIDE HANDLE LATCH LINK
6 - LOCK BUTTON LATCH LINK
7 - OUTSIDE HANDLE LATCH LINK
23 - 156 DOOR - FRONTRS
FRAME CLOSEOUT MOLDING (Continued)

WINDOW REGULATOR
REMOVAL
(1) Remove the watershield. (Refer to 23 - BODY/
DOOR - FRONT/WATERSHIELD - REMOVAL)
(2) Remove door glass retaining clips and secure
the window in the up position using masking tape or
equivalent (Fig. 16).
(3) Disconnect wire connector from power window
motor, if equipped.
(4) Loosen screws attaching front and rear window
guide rails to inner door panel (Fig. 17).
(5) Remove screw heads on guide rails from key
hole slots in inner door panel.
(6) Loosen screws attaching regulator to inner door
panel.
(7) Remove regulator from inner door panel.
(8) Extract rear guide rail through inner door
panel rear access hole (Fig. 18).
(9) Extract front guide rail through front access
hole.
INSTALLATION
(1) Insert front guide rail through front access
hole.
(2) Insert rear guide rail through rear access hole.
(3) Place window regulator in position on inner
door panel.(4) Place screw heads on guide rails in position
through key hole slots in inner door panel.
(5) Tighten screws to attach front and rear guide
rails to inner door panel.
(6) Connect wire connector into power window
motor, if equipped.
(7) Install door glass.
(8) Verify door glass alignment and operation.
(9) Install sound shield and door trim panel.
Fig. 16 Front Door Glass Clips
1 - DOOR GLASS
2 - GLASS LIFT PLATE
3 - CLIP
4 - GUIDE RAIL
5 - REGULATOR LIFT PLATE
Fig. 17 Front Door Manual Window Regulator ±
Typical
1 - FRONT DOOR
2 - MANUAL WINDOW REGULATOR
3 - GUIDE RAILS
Fig. 18 Front Door Power Window ± Typical
1 - POWER WINDOW MOTOR
2 - FRONT DOOR
3 - GUIDE RAILS
23 - 160 DOOR - FRONTRS