ESP CHRYSLER VOYAGER 2001 Service Manual

TEST ACTION APPLICABILITY
2 Start the engine.
Inspect the exhaust system for leak between the engine and the O2 sensors.
Are there any exhaust leaks?All
Ye s®Repair or replace the leaking exhaust parts as necessary.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No®Go To 3
3NOTE: Ensure the voltmeter leads meet the terminals in the connector and
that there is good terminal to wire connection.
NOTE: Ensure the voltmeter leads are connected for positive polarity
Perform a voltage drop test by backprobing the O2 Sensor Signal circuit at the O2
Sensor harness connector and at the PCM harness connector.
Start the engine.
Allow the engine to idle.
Is the voltage below 0.10 volt?All
Ye s®Go To 4
No®Repair the high resistance on the O2 Sensor Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
4NOTE: Ensure the voltmeter leads meet the terminals in the connector and
that there is good terminal to wire connection.
NOTE: Ensure the voltmeter leads are connected for positive polarity
Backprobe between the O2 Sensor ground circuit at the O2 Sensor harness connector
and PCM harness connector.
Start the engine.
Allow the engine to idle.
Is the voltage below 0.10 volt?All
Ye s®Go To 5
No®Repair the high resistance on the O2 Sensor ground circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
5 If there are no possible causes remaining, view repair. All
Repair
Replace the O2 Sensor
Perform POWERTRAIN VERIFICATION TEST VER - 5.
80
DRIVEABILITY - GAS
P0133-1/1 O2 SENSOR SLOW RESPONSE ÐContinued

TEST ACTION APPLICABILITY
6NOTE: Check for contaminates that may have damaged the O2 Sensor:
contaminated fuel, unapproved silicone, oil and coolant.
WARNING: WHEN THE ENGINE IS OPERATING, DO NOT STAND IN A
DIRECT LINE WITH THE FAN. DO NOT PUT YOUR HANDS NEAR THE
PULLEYS, BELTS OR FAN. DO NOT WEAR LOOSE CLOTHING.
NOTE: The conditions that set the DTC are not present at this time. The
following list may help in identifying the intermittent condition.
With the engine running at normal operating temperature, monitor the DRB
parameters related to the DTC while wiggling the wiring harness. Look for param-
eter values to change and/or a DTC to set.
Review the DRB Freeze Frame information. If possible, try to duplicate the
conditions under which the DTC was set.
Refer to any Technical Service Bulletins (TSB) that may apply.
Visually inspect the related wiring harness. Look for any chafed, pierced, pinched, or
partially broken wires.
Visually inspect the related wiring harness connectors. Look for broken, bent, pushed
out, or corroded terminals.
Were any of the above conditions present?All
Ye s®Repair as necessary
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No®Test Complete.
81
DRIVEABILITY - GAS
P0133-1/1 O2 SENSOR SLOW RESPONSE ÐContinued

Symptom List:
P1595-SPEED CONTROL SOLENOID CIRCUITS
P1683-SPD CTRL PWR RELAY; OR S/C 12V DRIVER CKT
Test Note: All symptoms listed above are diagnosed using the same tests.
The title for the tests will be P1595-SPEED CONTROL SOLE-
NOID CIRCUITS.
When Monitored and Set Condition:
P1595-SPEED CONTROL SOLENOID CIRCUITS
When Monitored: With the ignition on. Battery voltage greater than 10 volts. Speed
Control Switched on.
Set Condition: The Powertrain Control Module actuates the vacuum and vent solenoids
but they do not respond.
P1683-SPD CTRL PWR RELAY; OR S/C 12V DRIVER CKT
When Monitored: With the ignition key on. The speed control switched on.
Set Condition: The speed control power supply circuit is either open or shorted to ground.
POSSIBLE CAUSES
GROUND CIRCUIT OPEN
INTERMITTENT CONDITION
S/C BRAKE SWITCH OUTPUT CIRCUIT
SPEED CONTROL SWITCH OUTPUT OPEN
BRAKE LAMP SWITCH
SPEED CONTROL POWER SUPPLY CIRCUIT
PCM (S/C POWER SUPPLY)
SPEED CONTROL VACUUM SOLENOID
SPEED CONTROL VACUUM SOLENOID CONTROL CIRCUIT OPEN
PCM (VACUUM SOLENOID)
SPEED CONTROL VACUUM SOLENOID CONTROL CIRCUIT SHORTED TO GROUND
SPEED CONTROL VENT SOLENOID
SPEED CONTROL VENT SOLENOID CONTROL CIRCUIT OPEN
SPEED CONTROL VENT SOLENOID CONTROL CIRCUIT SHORTED TO GROUND
PCM (VENT SOLENOID)
248
SPEED CONTROL

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

Symptom:
*NO RESPONSE FROM PCM WITH A NO START CONDITION
POSSIBLE CAUSES
PCM FUSED B+ CIRCUIT
PCM FUSED IGNITION SWITCH OUTPUT CIRCUIT
PCM GROUND CIRCUITS
PCM
TEST ACTION APPLICABILITY
1NOTE: The DRBIIItand cable must be operating properly for the results of
this test to be valid.
NOTE: Ensure the ignition switch was on when trying to communicate with
the PCM.
Turn the ignition off.
Disconnect the PCM harness connector.
Using a 12-volt test light connected to ground, probe the PCM Fused B+ circuit in the
PCM harness connector.
Does the test light illuminate brightly?All
Ye s®Go To 2
No®Repair the Fused B+ circuit.
Perform POWERTRAIN VERIFICATION TEST VER-1.
2 Turn the ignition off.
Disconnect the PCM harness connector.
Turn the ignition on.
Using a 12-volt test light connected to ground, probe the PCM Fused Ignition Switch
Output circuit in the PCM harness connector.
Does the test light illuminate brightly?All
Ye s®Go To 3
No®Repair the Ignition Switch Output circuit
Perform POWERTRAIN VERIFICATION TEST VER-1.
3 Turn the ignition off.
Disconnect the PCM harness connector.
Using a 12-volt test light connected to battery voltage, probe the PCM ground circuits
in the PCM harness connector.
Does the test light illuminate brightly?All
Ye s®Go To 4
No®Repair the PCM ground circuits.
Perform POWERTRAIN VERIFICATION TEST VER-1.
4 If there is no possible causes remaining, view repair. All
Repair
Replace and program the Powertrain Control Module in accor-
dance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST VER-1.
261
STARTING

Symptom List:
TRANSPONDER COMMUNICATION FAILURE
TRANSPONDER CYCLIC REDUNDANCY CHECK (CRC) FAILURE
TRANSPONDER ID MISMATCH
TRANSPONDER RESPONSE MISMATCH
Test Note: All symptoms listed above are diagnosed using the same tests.
The title for the tests will be TRANSPONDER COMMUNICA-
TION FAILURE.
When Monitored and Set Condition:
TRANSPONDER COMMUNICATION FAILURE
When Monitored: At ignition on and during Key Programming Mode.
Set Condition: When the SKIM does not receive a transponder response after 8 consec-
utive transponder read attempts within 2.0 seconds.
TRANSPONDER CYCLIC REDUNDANCY CHECK (CRC) FAILURE
When Monitored: At ignition on and during Key Programming Mode.
Set Condition: When 5 consecutive transponder signal transmissions are sent to the
SKIM with the correct message format but with invalid data.
TRANSPONDER ID MISMATCH
When Monitored: At ignition on and during Key Programming Mode.
Set Condition: When the transponder ID read by the SKIM does not match any of the
transponder ID's stored in the SKIM's memory.
TRANSPONDER RESPONSE MISMATCH
When Monitored: At ignition on and during Key Programming Mode.
Set Condition: When the transponder's crypto algorithm result fails to match the SKIM's
result.
POSSIBLE CAUSES
CHECKING MULTIPLE KEY OPERATION
SKIM
INTERMITTENT WIRING HARNESS PROBLEM
REPLACE IGNITION KEY
272
VEHICLE THEFT/SECURITY

POWERTRAIN VERIFICATION TEST VER - 2 APPLICABILITY
1. NOTE: If the PCM has been replaced and the correct VIN and mileage have not
been programmed, a DTC will be set in the ABS Module, Airbag Module and the
SKIM.
2. NOTE: If the vehicle is equipped with a Sentry Key Immobilizer System, Secret
Key data must be updated. Refer to the Service Information for the PCM, SKIM and
the Transponder (ignition key) for programming information.
3. Inspect the vehicle to ensure that all components related to the repair are connected
properly.
4. With the DRBIIIt, clear DTCs and Reset Memory all engine values.
5. Run the engine for one warm-up cycle to verify proper operation.
6. Road test the vehicle. Use all accessories that may be related to this repair.
7. With the DRBIIIt, confirm that no DTC's or Secondary Indicators are present and that all
components are functioning properly.
8. If this test is being performed after a No Trouble Code test, verify the symptom is no longer
present.
9. If the symptom is still present, or any other symptom or DTC is present refer to the
appropriate category and perform the corresponding symptom.
10. Refer to any Technical Service Bulletins that may apply.
11. If there are no DTCs present and all components are functional properly, the repair is
complete.
Are any DTCs present?All
Ye s®Repair is not complete, refer to appropriate symptom.
No®Repair is complete.
POWERTRAIN VERIFICATION TEST VER - 3 APPLICABILITY
1. NOTE: If the PCM has been replaced and the correct VIN and mileage have not
been programmed, a DTC will be set in the ABS Module, Airbag Module and the
SKIM.
2. NOTE: If the vehicle is equipped with a Sentry Key Immobilizer System, Secret
Key data must be updated. Refer to the Service Information for the PCM, SKIM and
the Transponder (ignition key) for programming information.
3. Inspect the vehicle to ensure that all components related to the repair are connected
properly.
4. With the DRBIIIt, clear DTCs.
5. Perform generator output test. Refer to the appropriate service information as necessary.
6. Start the engine and set engine speed to 2000 RPM for at least thirty seconds.
7. Cycle the ignition key off and on.
8. With the DRBIIIt, read the DTCs. If the DTC returns, or any other symptom or DTC is
present, refer to the appropriate category and perform the corresponding symptom.
9. If there are no DTCs present and all components are functioning properly, the repair is
complete.
Are any DTCs present?All
Ye s®Repair is not complete, refer to appropriate symptom.
No®Repair is complete.
277
VERIFICATION TESTS
VERIFICATION TESTS ÐContinued

POWERTRAIN VERIFICATION TEST VER-1 APPLICABILITY
1. NOTE: If the PCM has been replaced and the correct VIN and mileage have not
been programmed, a DTC will be set in the ABS Module, Airbag Module and the
SKIM.
2. NOTE: If the vehicle is equipped with a Sentry Key Immobilizer System, Secret
Key data must be updated. Refer to the Service Information for the PCM, SKIM and
the Transponder (ignition key) for programming information.
3. Inspect the vehicle to ensure that all components related to the repair are connected
properly.
4. Inspect the engine oil for fuel contamination. Replace the oil and filter as necessary.
5. Attempt to start the engine.
6. If the No Start condition is still present, refer to the symptom list and perform the diagnostic
testing as necessary. refer to and Technical Service Bulletins that may apply.
7. Run the engine for one warm-up cycle to verify operation.
8. With the DRBIIIt, confirm that no DTCs or Secondary Indicators are present and that all
components are functioning properly.
9. If a DTC is present, refer to the appropriate category and select the corresponding symptom.
Are any DTCs present?All
Ye s®Repair is not complete, refer to appropriate symptom.
No®Repair is complete.
SKIS VERIFICATION APPLICABILITY
1. Reconnect all previously disconnected components and connectors.
2. Obtain the vehicle's unique Personal Identification Number (PIN) assigned to it's original
SKIM. This number can be obtained from the vehicle's invoice or Chrysler's Customer Center
(1-800-992-1997).
3. NOTE: When entering the PIN, care should be taken because the SKIM will only
allow 3 consecutive attempts to enter the correct PIN. If 3 consecutive incorrect
PIN's are entered the SKIM will Lock Out the DRB III for 1 hour.
4. To exit Lock Out mode, the ignition key must remain in the Run position continually for 1
hour. Turn off all accessories and connect a battery charger if necessary.
5. With the DRB III, select Theft Alarm, SKIM and Miscellaneous. Then select desired
procedure and follow the steps that will be displayed.
6. If the SKIM has been replaced, ensure all of the vehicle ignition keys are programmed to the
new SKIM.
7. NOTE: Prior to returning vehicle to the costumer, perform a module scan to be
sure that all DTC's are erased. Erase any DTC's that are found.
8. With the DRB III erase all DTC's. Perform 5 ignition key cycles leaving the key on for at least
90 seconds per cycle.
9. With the DRB III, read the SKIM DTC's.
Are there any SKIM DTC's?All
Ye s®Repair is not complete, refer to appropriate symptom.
No®Repair is complete.
281
VERIFICATION TESTS
VERIFICATION TESTS ÐContinued

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

responding element is applied. If a switch fails to
close, it is retested, If it fails the second test, the
code is set.
Transmission Effects:The MIL illuminates and
the transmission system defaults to Relay Open
limp-in mode.
Possible causes:
> Pressure switch sense circuit shorted to battery
between TCM and solenoid pack.
> Low line pressure
> Solenoid Pack
Name of code:P1791(35) - Loss Of Prime
When monitored:If the transmission is slipping
in any forward gear and the pressure switches are
not indicating pressure, a loss of prime test is run.
Set condition:If the transmission begins to slip in
any forward gear, and the pressure switch or
switches that should be closed for a given gear are
open, a loss of prime test begins. All available
elements (in 1st gear L-R, 2-4 and OD, in 2nd, 3rd,
and 4th gear 2-4 and OD) are turned on by the
Transmission Control Module (TCM) to see if pump
prime exists. The code is set if none of the pressure
switches respond. The TCM will continue to run the
loss of prime test until pump pressure returns.
Theory of operation:The loss of prime test is
used to prevent transmission defaults which can be
caused by a lack of pump prime.
Transmission Effects:Vehicle will not move or
transmission slips. Normal operation will continue
if pump prime returns.
Possible causes:
> Low transmission fluid level
> PRNDL indicates a valid OD code in the hydrau-
lic reverse position
> Transmission fluid filter clogged or damaged
> Transmission fluid filter improperly installed
(Bolts loose or O-ring missing)
> Oil pump - If a customer has a problem when the
transmission is cold whereby he shifts to reverse,
gets reverse, and then shifts to OD and does not
get OD (gets a neutral condition), and then can
not get reverse or OD for between 3-20 seconds,
replace the oil pump. High side clearance in the
oil pump will set a code 35. The pump will prime
upon start-up, but as the torque converter purges
air (drain down) the air will leak across the inner
rotor into the pump suction port and cause a loss
of prime right after the shift into OD. After 3- 20
seconds, pump prime will return and normal
operation will continue. The pump should be
replaced only after all other possible causes
above have been checked and verified.Name of code:P1790(36) - Fault Immediately
After Shift
When monitored:After a gear ratio error is
stored.
Set condition:This code is set if the associated
gear ratio code is stored within 1.3 seconds after a
shift.
Theory of operation:This code will only be stored
along with a 50 series code. If this code is set, it
indicates the problem is mechanical in nature.
When this code exists, diagnosing the transmission
should be based on the associated gear ratio code
and primarily mechanical causes should be consid-
ered.
Transmission Effects:None
Possible causes:
> Mechanical causes as listed under associated
gear ratio code.
Name of code:P1775(37) - Solenoid Switch Valve
Latched in TCC Position
When monitored:During an attempted shift into
1st gear.
Set condition:This code is set if three unsuccess-
ful attempts are made to get into 1st gear in one
given key start.
Theory of operation:The solenoid switch valve
(SSV) controls the direction of the transmission
fluid when the L-R/TCC solenoid is energized. The
SSV will be in the downshifted position in 1st gear,
thus directing the fluid to the L-R clutch circuit. In
2nd, 3rd, and 4th, it will be in the upshifted position
and directs the fluid into the torque converter
clutch (TCC).
When shifting into 1st gear, a special hydraulic
sequence is performed to ensure SSV movement
into the downshifted position. The L-R pressure
switch is monitored to confirm SSV movement. If
movement is not confirmed (the L-R pressure
switch does not close), 2nd gear is substituted for
1st.
Transmission Effects:Transmission will have no
1st gear (2nd gear will be substituted), and no
EMCC operation.
Possible causes:
> PRNDL indicates a valid OD code in the hydrau-
lic reverse position
> Valve body- - Solenoid valve stuck in TCC posi-
tion
> High idle speed
> Solenoid malfunction - L-R pressure switch will
not close
> L-R Pressure Switch Sense circuit shorted to
battery
10
GENERAL INFORMATION