overheating CHRYSLER VOYAGER 2001 Owner's Manual

FLUID
STANDARD PROCEDURE - FLUID LEVEL AND
CONDITION CHECK
NOTE: Only transmission fluid of the type labeled
Mopar ATF+4 (Automatic Transmission Fluid±Type
9602) should be used in this transaxle.
FLUID LEVEL CHECK
The transmission sump has a fluid level indicator
(dipstick) to check oil similar to most automatic
transmissions. It is located on the left side of the
engine. Be sure to wipe all dirt from dipstick handle
before removing.
The torque converter fills in both the P Park and N
Neutral positions. Place the selector lever in P Park
to be sure that the fluid level check is accurate.The
engine should be running at idle speed for at
least one minute, with the vehicle on level
ground.At normal operating temperature (approxi-
mately 82 C. or 180 F.), the fluid level is correct if it
is in the HOT region (cross-hatched area) on the oil
level indicator (Fig. 214). The fluid level should be
within the WARM range of the dipstick at 70É F fluid
temperature.
FLUID LEVEL CHECK USING DRB
NOTE: Engine and Transaxle should be at normal
operating temperature before performing this proce-
dure.
(1) Start engine and apply parking brake.
(2) Hook up DRB scan tool and select transmis-
sion.(3) Select sensors.
(4) Read the transmission temperature value.
(5) Compare the fluid temperature value with the
fluid temperature chart (Fig. 215).
(6) Adjust transmission fluid level shown on the
indicator according to the chart.
(7) Check transmission for leaks.
Low fluid level can cause a variety of conditions
because it allows the pump to take in air along with
the fluid. As in any hydraulic system, air bubbles
make the fluid spongy, therefore, pressures will be
low and build up slowly.
Improper filling can also raise the fluid level too
high. When the transaxle has too much fluid, the
gears churn up foam and cause the same conditions
which occur with a low fluid level.
In either case, air bubbles can cause overheating
and/or fluid oxidation, and varnishing. This can
interfere with normal valve, clutch, and accumulator
operation. Foaming can also result in fluid escaping
from the transaxle vent where it may be mistaken
for a leak.
FLUID CONDITION
Along with fluid level, it is important to check the
condition of the fluid. When the fluid smells burned,
and is contaminated with metal or friction material
particles, a complete transaxle recondition is proba-
bly required. Be sure to examine the fluid on the dip-
stick closely. If there is any doubt about its condition,
drain out a sample for a double check.
Moparž ATF+4 (Automatic Transmission Fluid-
Type 9602) when new is red in color. The ATF is dyed
red so it can be identified from other fluids used in
the vehicle such as engine oil or antifreeze. The red
color is not permanent and is not an indicator of fluid
condition. As the vehicle is driven, the ATF will begin
to look darker in color and may eventually become
brown. This is normal. A dark brown/black fluid
accompanied with a burnt odor and/or deterioration
in shift quality may indicate fluid deterioration or
transmission component failure.
After the fluid has been checked, seat the dipstick
fully to seal out water and dirt.
STANDARD PROCEDURE - FLUID AND FILTER
SERVICE
NOTE: Refer to the maintenance schedules in
LUBRICATION and MAINTENANCE, or the vehicle
owner's manual, for the recommended maintenance
(fluid/filter change) intervals for this transaxle.
Fig. 214 Transaxle Fluid Level Indicator
1 - TRANSAXLE DIPSTICK
21 - 246 AUTOMATIC - 41TERS

(2) Lubricate new rubber O-ring seals with clean
refrigerant oil and install them on the evaporator
tube fittings.
(3) Position the expansion valve onto the evapora-
tor tubes (Fig. 4).
(4) Install and tighten the two screws that secure
the expansion valve to the evaporator tube sealing
plate. Tighten the screws to 11 N´m (97 in. lbs.).
(5) If the vehicle is equipped with the optional
Automatic Temperature Control (ATC) system, recon-
nect the expansion valve solenoid pigtail wire connec-
tor to the rear HVAC wire harness connector for the
solenoid.
(6) Reinstall the rear evaporator line extension
onto the expansion valve. (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - REAR/EVAPO-
RATOR - INSTALLATION - EVAPORATOR LINE
EXTENSION).
(7) Install the foam insulator wrap over the rear
expansion valve.
(8) Reinstall the rear heater-A/C unit housing into
the vehicle. (Refer to 24 - HEATING & AIR CONDI-
TIONING/DISTRIBUTION - REAR/REAR HEATER-
A/C HOUSING - INSTALLATION).
HEATER CORE
DESCRIPTION
The rear heater core is located near the front of
the rear heater-A/C unit housing, behind the right
rear wheel house. It is a heat exchanger made ofrows of tubes and fins. One end of the core is fitted
with a molded plastic tank that includes integral
heater core inlet and outlet nipples. The heater core
can be serviced without removing the rear heater-A/C
unit housing from the vehicle. The heater core cannot
be repaired and, if faulty or damaged, it must be
replaced.
OPERATION
Engine coolant is circulated through heater hoses
to the heater core at all times. As the coolant flows
through the heater core, heat removed from the
engine is transferred to the heater core fins and
tubes. Air directed through the heater core picks up
the heat from the heater core fins. The blend air door
allows control of the heater output air temperature
by controlling how much of the air flowing through
the rear heater-A/C unit housing is directed through
the heater core.
STANDARD PROCEDURE - HEATER CORE
FILLING
In its final installed position, the rear heater core
is positioned higher than the radiator fill cap. There-
fore, when the cooling system is drained and refilled,
gravity will not refill the heater core with coolant to
the proper level. This may result in two problems:1.
Insufficient coolant level in the engine cooling sys-
tem, which may result in engine overheating.2.Air
entrapped within the rear heater core, which may
result in insufficient rear heater performance. There
are two methods that may be employed to prevent
these problems:1.Pre-filling of the rear heater core.
2.Thermal cycling of the engine cooling system. Fol-
lowing are descriptions of both prevention methods,
as well as a method to verify rear heater perfor-
mance.
WARNING: REFER TO THE APPLICABLE WARN-
INGS AND CAUTIONS FOR THIS SYSTEM BEFORE
PERFORMING THE FOLLOWING OPERATION.
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING FRONT - WARNING - HEATER PLUMB-
ING).
PRE-FILLING
If the rear heater core or the rear heater-A/C hous-
ing have been removed from the vehicle for service,
the rear heater core may be pre-filled with the proper
engine coolant mixture prior to reconnecting the
heater hoses to the heater core hose fittings.
(1) The heater core should be installed in the rear
heater-A/C unit housing, and the rear heater-A/C
unit housing should be installed in the vehicle.
Fig. 4 Expansion Valve
1 - SOLENOID
2 - SOLENOID CONNECTOR
3 - SEALING PLATE
4 - EXPANSION VALVE
5 - SEALING PLATE
6 - HVAC CONNECTOR
24 - 100 PLUMBING - REARRS
EXPANSION VALVE (Continued)

Symptom:
P0420-1/1 CATALYTIC CONVERTER EFFICIENCY
When Monitored and Set Condition:
P0420-1/1 CATALYTIC CONVERTER EFFICIENCY
When Monitored: After engine warm up to 70ÉC (158ÉF), 180 seconds of open throttle
operation, at a speed greater than 18 mph and less than 55 mph, with the engine at
1200-1700 rpm and MAP vacuum between 15.0 and 21.0 inches of mercury (Hg).
Set Condition: As catalyst efficiency deteriorates, the switch rate of the downstream O2
sensor approaches that of the upstream O2 sensor. If at any point during the test the
switch ratio reaches a predetermined value a counter is incremented by one.
POSSIBLE CAUSES
INTERMITTENT CONDITION
VISUALLY INSPECT CATALYTIC CONVERTER
EXHAUST LEAK
ENGINE MECHANICAL CONDITION
AGING O2 SENSOR
CATALYTIC CONVERTER
TEST ACTION APPLICABILITY
1NOTE: If a O2 Sensor DTC(s) set along with the Catalytic Converter
Efficiency DTC diagnose the O2 Sensor DTC(s) before continuing.
NOTE: Check for contaminates that may have damaged the O2 Sensor and
Catalytic Converter: contaminated fuel, unapproved silicone, oil and cool-
ant, repair necessary.
Turn the ignition on.
With the DRBIIIt, read DTC's.
Is the Good Trip displayed and equal to zero?All
Ye s®Go To 2
No®Go To 7
2 Inspect the Catalytic Converter for the following damage.
Damage Catalytic Converter, dent and holes.
Severe discoloration caused by overheating the Catalytic Converter.
Catalytic Converter broke internally.
Leaking Catalytic Converter.
Were any problems found?All
Ye s®Replace the Catalytic Converter. Repair the condition that may
have caused the failure.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No®Go To 3
131
DRIVEABILITY - GAS

4.3 WARNINGS
4.3.1 VEHICLE DAMAGE WARNINGS
Before disconnecting any control module, make
sure the ignition is ªoffº. Failure to do so could
damage the module.
When testing voltage or continuity at any control
module, use the terminal side (not the wire end) of
the connector. Do not probe a wire through the
insulation; this will damage it and eventually cause
it to fail because of corrosion.
Be careful when performing electrical tests so as
to prevent accidental shorting of terminals. Such
mistakes can damage fuses or components. Also, a
second code could be set, making diagnosis of the
original problem more difficult.
4.3.2 ROAD TEST COMPLAINT VEHICLE
Some complaints will require a test drive as part
of the repair verification procedure. The purpose of
the test drive is to try to duplicate the diagnostic
code or symptom condition.
CAUTION: BEFORE ROAD TESTING A
VEHICLE, BE SURE THAT ALL
COMPONENTS ARE REASSEMBLED.
DURING THE TEST DRIVE, DO NOT TRY TO
READ THE DRBIIITSCREEN WHILE IN
MOTION. DO NOT HANG THE DRBIIITFROM
THE REAR VIEW MIRROR OR OPERATE IT
YOURSELF. HAVE AN ASSISTANT
AVAILABLE TO OPERATE THE DRBIIIT.
Road testing is an essential step in the diagnostic
process that must not be overlooked. Along with
diagnostic information obtained from the DRBIIIt
Scan Tool and the original customer concern, the
road test helps to verify the problem and observe
operation under actual vehicle driving conditions.
Just as important as the road test is, there are
preliminary inspections that should be carried out
prior to the road test. Always check the fluid level
and condition before going on a road test or per-
forming other tests. Also try to determine the type
of fluid being used. Improper fluid can result in
problems. Additionally, a variety of complaints can
be caused by incorrect fluid level. Some of the
conditions caused by incorrect fluid level are as
follows:
²Delayed engagement
²Poor shifting or erratic shifts
²Excessive noise
²Overheating
The next step is to verify that the shift linkage is
correctly adjusted. If the gearshift linkage is incor-rectly adjusted because of wear or incorrect adjust-
ment, a number of complaints can result.
The TCM monitors the Shift Lever Position (SLP)
Sensor at all times. If the linkage is incorrectly
adjusted, the TCM may sense a shift lever position
that is not correct for the gear range chosen by the
driver. This may cause diagnostic trouble codes to
be set and a possible limp-in situation.
The following complaints may also be the result
of an incorrectly adjusted or worn linkage.
²Delayed clutch engagement or erratic shifts
²Vehicle able to drive in Neutral
²Engine not able to crank in Park or Neutral
²Gearshift linkage able to be shifted without the
key in the ignition
²Not able to remove the ignition key in Reverse
²Parking pawl not engaging
The shift linkage should also be adjusted when
replacing the transaxle, repairing the valve body or
repairing any component between the shift lever
and the transaxle.
Some questions to ask yourself when considering
the road test are listed below:
²Is the complaint or concern what you think it is,
based the driver 's description of the problem?
²Is the transaxle operating normally, or is there a
real problem?
²When does the malfunction occur?
²Is the problem in only one gear range?
²What temperature does the complaint occur?
²Is the transaxle in limp-in mode?
4.3.3 ELECTRONIC PINION FACTOR
WARNINGS
The pinion factor must be set for all new trans-
mission control modules. If the pinion factor is not
set or if it is set incorrectly, any speedometer, speed
control, rolling door locks, and other devices that
are operated by the powertrain and body controllers
will not function properly.
4.3.4 BULLETINS AND RECALLS
The service procedures contained in this manual
are correct. provided that all applicable Safety
Recalls and Technical Service Bulletins have been
performed.
5.0 REQUIRED TOOLS AND
EQUIPMENT
> DRBIIIt(diagnostic read-out box) - Must be at
latest release level.
20
GENERAL INFORMATION

Symptom:
P1738-HIGH TEMPERATURE OPERATION ACTIVATED
When Monitored and Set Condition:
P1738-HIGH TEMPERATURE OPERATION ACTIVATED
When Monitored: Whenever the engine is running.
Set Condition: Immediately when the Overheat shift schedule is activated (240 degrees
Trans oil temp).
POSSIBLE CAUSES
ENGINE COOLING SYSTEM MALFUNCTION
INCORRECT FLUID LEVEL
TRANSMISSION OIL COOLER PLUGGED
HIGH TEMPERATURE OPERATIONS ACTIVATED
TEST ACTION APPLICABILITY
1 Perform Engine Cooling System diagnostics per Service Information
Is the engine cooling system functioning properly?All
Ye s®Go To 2
No®Repair cause of engine overheating. Refer to Service Information
for additional repair information.
Perform 41TE TRANSMISSION VERIFICATION TEST - VER 1.
2 Check the Transmission Fluid level per the Service Information.
Is the Transmission Fluid Level at the proper level?All
Ye s®Go To 3
No®Repair any Transmission Fluid leak as necessary and adjust the
Transmission Fluid Level in accordance with the Service Infor-
mation.
Perform 41TE TRANSMISSION VERIFICATION TEST - VER 1.
3 Perform Cooler Flow Check per Service Information.
Did the cooler flow test pass?All
Ye s®Go To 4
No®Repair cause of plugged Transmission Oil Cooler. Flush or replace
Transmission Oil Cooler(s) as necessary per Service Information.
Perform 41TE TRANSMISSION VERIFICATION TEST - VER 1.
83
TRANSMISSION

TEST ACTION APPLICABILITY
4 This DTC is an informational DTC designed to aid the Technician in diagnosing shift
quality complaints.
This DTC indicates that the Transmission has been operating in the9Overheat9shift
schedule which may generate a customer complaint.
The customer driving patterns may indicate the need for an additional Transmission
Oil Cooler.
Were any problems found?All
Ye s®Repair cause of transmission overheating or if indicated install an
additional Transmission Oil Cooler.
Perform 41TE TRANSMISSION VERIFICATION TEST - VER 1.
No®Test Complete.
84
TRANSMISSION
P1738-HIGH TEMPERATURE OPERATION ACTIVATED ÐContinued