water pump CHRYSLER VOYAGER 2001 Repair Manual

(12) Install accessory drive belt (Refer to 7 -
COOLING/ACCESSORY DRIVE/DRIVE BELTS -
INSTALLATION).
(13) Install power steering belt (Refer to 7 -
COOLING/ACCESSORY DRIVE/DRIVE BELTS -
INSTALLATION).
(14) Install air cleaner housing assembly.
(15) Install engine cover (Refer to 9 - ENGINE -
INSTALLATION).
(16) Connect negative battery cable.
WATER IN FUEL SENSOR
DESCRIPTION
The WIF sensor is located in the bowl assembly of
the fuel filter/water separator.
OPERATION
The sensor sends an input to the Engine Control
Module (ECM) when it senses water in the fuel filter/
water separator. As the water level in the filter/sep-
arator increases, the resistance across the WIF
sensor decreases. This decrease in resistance is sent
as a signal to the ECM and compared to a high
water standard value. Once the value reaches 30 to
40 kilohms, the ECM will activate the water-in-fuel
warning lamp through CCD bus circuits. This all
takes place when the ignition key is initially put in
the ON position. The ECM continues to monitor the
input at the end of the intake manifold air heater
post-heat cycle.
RGFUEL DELIVERY14a-9
FUEL INJECTION PUMP (Continued)

NOTE: * There is some noise in all power steering
systems. One of the most common is a hissing
sound evident when turning the steering wheel
when at a standstill or when parking and the steer-
ing wheel is at the end of its travel. Hiss is a very
high frequency noise similar to that experienced
while slowly closing a water tap. The noise is
present in every valve and results when high veloc-ity fluid passes valve orifice edges. There is no
relationship between this noise and the perfor-
mance of the steering system.
NOTE: ** Power steering pump growl results from
the development of high pressure fluid flow. Nor-
mally this noise level should not be high enough to
be objectionable.
STEERING WHEEL FEEL
CONDITION POSSIBLE CAUSES CORRECTION
STEERING WHEEL/
COLUMN CLICKING,
CLUNKING OR RATTLING.1. Loose steering coupling pinch
bolt.1. Replace pinch bolt and torque to
specifications.
2. Steering column bearings. 2. Replace steering column.
STEERING WHEEL HAS
FORE AND AFT
LOOSENESS.1. Steering wheel retaining nut not
properly tightened and torqued.1. Tighten the steering wheel retaining nut
to its specified torque.
2. Steering column lower bearing
spring retainer slipped on steering
column shaft.2. Replace steering column.
3. Loose steering column to
instrument panel fasteners.3. Tighten fasteners to specified torque.
STEERING WHEEL OR
DASH VIBRATES DURING
LOW SPEED OR
STANDSTILL STEERING
MANEUVERS.1. Air in the fluid of the power
steering system.1. Bleed air from system following the
power steering pump initial operation
service procedure.*
2. Tires not properly inflated. 2. Inflate tires to the specified pressure.
3. Excessive engine vibration. 3. Ensure that the engine is running
properly.
4. Loose tie rod end jam nut. 4. Tighten the inner to outer tie rod jam nut
to the specified torque.
5.Overcharged air conditioning
system.5.Check air conditioning pump head
pressure and correct as necessary.
STEERING CATCHES,
STICKS IN CERTAIN
POSITIONS OR IS
DIFFICULT TO TURN.1. Low power steering fluid level. 1. Fill power steering fluid reservoir to
specified level and check for leaks.
2. Tires not inflated to specified
pressure.2. Inflate tires to the specified pressure.
3. Lack of lubrication in front lower
control arm ball joints.3. Lubricate ball joints if ball joints are not a
lubricated-for-life type ball joint. If ball joint
is a lubricated-for-life ball joint, replace ball
joint.
4. Worn or binding lower control arm
ball joint.4. Replace lower control arm ball joint.
RSSTEERING19-5
STEERING (Continued)

NOTE: ** To evaluate this condition, it may be nec-
essary to disconnect the coupling at the base of the
steering column. Turn the steering wheel and feel or
listen for internal rubbing in steering column. To
avoid damaging the column clockspring, note the
following. Before disconnecting coupling, place
tires in the straight-ahead position and center steer-
ing wheel. Once disconnected, DO NOT rotatesteering wheel more than one revolution in either
direction and place steering wheel in original loca-
tion before reconnecting coupling. If this position is
lost, the steering column clockspring must be
recentered following the procedure found within the
procedure for steering column installation in the
steering column section.
POWER STEERING FLUID
CONDITION POSSIBLE CAUSES CORRECTION
LOW FLUID LEVEL WITH
VISIBLE LEAK.1. Loose power steering hose
fittings.1. Tighten the fitting to its specified torque.
2. Damaged or missing fitting seal,
gasket, or O-ring.2. Replace as necessary.
3. Power steering pump or power
steering gear leaking.3. Repair or replace the leaking component
as required.
AERATED FLUID. 1. Low fluid level.* 1. Fill power steering fluid reservoir to
proper level.
2. Air leak between power steering
fluid reservoir and pump.2. Inspect for proper sealing. Replace the
power steering pump (with reservoir).
3. Cracked power steering pump
housing.3. Replace the power steering pump.
RESERVOIR FLUID
OVERFLOW AND FLUID
THAT IS MILKY IN COLOR1. Water contamination. 1. Drain the power steering fluid from the
system. Flush the system with fresh clean
power steering fluid, drain, then refill to the
proper level.
NOTE: * Extremely cold temperatures may cause
power steering fluid aeration if the power steering
fluid level is low.
19 - 8 STEERINGRS
STEERING (Continued)

REMOVAL.............................118
INSTALLATION..........................118
THROTTLE VALVE CABLE
REMOVAL.............................118
INSTALLATION..........................118
ADJUSTMENTS.........................120
TORQUE CONVERTER
DESCRIPTION..........................120
OPERATION............................123
REMOVAL.............................125
INSTALLATION..........................125
TRANSFER SYSTEM - OUTPUT SHAFT/GEAR/
BEARING
REMOVAL.............................126
INSTALLATION..........................129
ADJUSTMENTS.........................132TRANSFER SYSTEM - TRANSFER SHAFT/
GEAR/BEARING
REMOVAL.............................134
INSTALLATION..........................137
ADJUSTMENTS.........................142
VALVE BODY
REMOVAL.............................142
DISASSEMBLY..........................145
CLEANING.............................151
INSPECTION...........................152
ASSEMBLY............................152
INSTALLATION..........................155
ADJUSTMENTS.........................157
VEHICLE SPEED SENSOR/PINION GEAR
REMOVAL.............................157
INSTALLATION..........................157
AUTOMATIC - 31TH
DESCRIPTION
This transaxle combines torque converter, three
speed transmission, final drive gearing, and differen-
tial into a front wheel drive system.
Within this transaxle, there are three primary
areas:
(1) Main center line plus valve body.
(2) Transfer shaft center line (includes governor
and parking sprag).
(3) Differential center line.
Center distances between the main rotating parts
in these three areas are held precise to maintain a
low noise level.
The torque converter, transaxle area, and differen-
tial are housed in an integral aluminum die casting.
The differential oil sump is common with the
transaxle sump. Separate filling of the differen-
tial is NOT necessary.
The torque converter is attached to the crankshaft
through a flexible driving plate. Cooling of the con-
verter is accomplished by circulating the transaxle
fluid through a remote cooler. There are two types of
coolers used. An oil-to-water type cooler located in
the radiator side tank and/or an oil-to-air heat
exchanger. The torque converter assembly is a sealed
unit that cannot be disassembled.
The transaxle fluid is filtered by an internal filter
attached to the lower side of the valve body assembly.Engine torque is transmitted to the torque con-
verter and then through the input shaft to multiple-
disc clutches in the transaxle. The power flow
depends on the application of the clutches and bands.
Refer to Elements in Use Chart in Diagnosis and
Tests section.
The transaxle consists of:
²Two multiple-disc clutches
²An overrunning clutch
²Two servos
²A hydraulic accumulator
²Two bands
²Two planetary gear sets
This provides three forward ratios and a reverse
ratio. The common sun gear of the planetary gear
sets is connected to the front clutch by a driving
shell. The driving shell is splined to the sun gear and
front clutch retainer. The hydraulic system consists
of an oil pump and a single valve body which con-
tains all of the valves except the governor valves.
The transaxle sump and differential sump are both
vented through the dipstick. Output torque from the
main center line is delivered through helical gears to
the transfer shaft. This gear set is a factor in the
transaxle final drive (axle) ratio. The shaft also car-
ries the governor and parking sprag. An integral heli-
cal gear on the transfer shaft drives the differential
ring gear.
21 - 22 AUTOMATIC - 31THRS

FLUID
STANDARD PROCEDURE - FLUID LEVEL AND
CONDITION CHECK
NOTE: The transmission and differential sump have
a common oil sump with a communicating opening
between the two.
FLUID LEVEL CHECK
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. This will assure complete oil level sta-
bilization between differential and transmis-
sion.The fluid should be at normal operating
temperature (approximately 82 C. or 180 F.). The
fluid level is correct if it is in the HOT region (cross-
hatched area) on the fluid level indicator (Fig. 165).
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, the air bubbles can cause overheat-
ing, fluid oxidation, and varnishing. This can inter-
fere with normal valve, clutch, and servo operation.
Foaming can also result in fluid escaping from the
transaxle dipstick where it may be mistaken for a
leak.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 overhaul is needed.
Be sure to examine the fluid on the dipstick closely.
If there is any doubt about its condition, drain out a
sample for a double check.
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 needed.
Be sure to examine the fluid on the dipstick 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
CHANGE
NOTE: For the recommended maintenance (fluid/fil-
ter change) intervals for this transaxle, (Refer to
LUBRICATION & MAINTENANCE/MAINTENANCE
SCHEDULES - DESCRIPTION)
NOTE: Only fluids of the type labeled Moparž
ATF+4 (Automatic Transmission Fluid) Type 9602
should be used. A filter change should be made at
the time of the transmission oil change. The magnet
(on the inside of the oil pan) should also be cleaned
with a clean, dry cloth.
NOTE: If the transaxle is disassembled for any rea-
son, the fluid and filter should be changed.
FLUID/FILTER SERVICE (RECOMMENDED)
(1) Raise vehicle on a hoist. Place a drain con-
tainer with a large opening, under transaxle oil pan.
Fig. 165 Fluid Level Indicator Markings
1 - TRANSAXLE DIPSTICK
21 - 98 AUTOMATIC - 31THRS

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

CAUTION:
When removing the heater hose from the heater
core or supply and return tube nipples, DO NOT
apply excessive pressure. Excessive pressure may
damage or deform the nipples and/or the heater
core causing an engine coolant leak.(3) After the clamp has been moved, grasp the end
of the hose firmly and carefully twist the hose back
and forth while pulling it away from the barbed end
of the nipple. Repeat this procedure at the opposite
end of the hose being removed. If this procedure is
not successful in removing the hose from the nipple,
carefully make a parallel cut through the hose where
Fig. 21 Heater Plumbing - 2.4L Engine
1 - ENGINE OUTLET NIPPLE
2 - HEATER SUPPLY
3 - HEATER CORE OUTLET
4 - HEATER CORE INLET
5 - SCREW
6 - HEATER TUBE & HOSE UNIT
7 - HEATER RETURN
8 - ENGINE INLET NIPPLE
Fig. 22 Heater Plumbing - 3.3/3.8L Engine w/o Rear
Heater
1 - ENGINE OUTLET NIPPLE
2 - HEATER CORE OUTLET
3 - HEATER CORE INLET
4 - HEATER RETURN TUBE & HOSE (TYPICAL)
Fig. 23 Heater Plumbing - 3.3/3.8L Engine w/Rear
Heater
1 - STUD
2 - HEATER CORE OUTLET
3 - HEATER CORE INLET
4 - TO ENGINE OUTLET NIPPLE
5 - TO UNDERBODY PLUMBING
6 - TO HEATER RETURN TUBE & HOSE
Fig. 24 Heater Return - 3.3/3.8L Engine w/o Oil
Cooler
1 - WATER PUMP RETURN NIPPLE
2 - HEATER RETURN TUBE & HOSE
3 - SCREW
4 - SCREW
RSPLUMBING - FRONT24-81
HEATER HOSE (Continued)

LEAK DETECTION PUMP
DESCRIPTION
The leak detection pump is a device used to detect
a leak in the evaporative system.
The primary components within the leak detection
pump assembly are: a three-port leak detection sole-
noid valve, a pump assembly that includes a spring
loaded diaphragm, a reed switch which is used to
monitor the pump diaphragm movement (position),
two check valves, and a spring loaded vent seal
valve.
OPERATION - LDP
Immediately after a cold start, when the engine
temperature is between 40ÉF and 86ÉF, the 3 port
solenoid is briefly energized. This initializes the
pump by drawing air into the pump cavity and also
closes the vent seal. During non-test test conditions,
the vent seal is held open by the pump diaphragm
assembly which pushes it open at the full travel posi-
tion. The vent seal will remain closed while the
pump is cycling. This is due to the operation of the 3
port solenoid which prevents the diaphragm assem-
bly from reaching full travel. After the brief initial-
ization period, the solenoid is de-energized, allowing
atmospheric pressure to enter the pump cavity. This
permits the spring to drive the diaphragm which
forces air out of the pump cavity and into the vent
system. When the solenoid is energized and de-ener-
gized, the cycle is repeated creating flow in typical
diaphragm pump fashion. The pump is controlled in
2 modes:
PUMP MODE:The pump is cycled at a fixed rate
to achieve a rapid pressure build in order to shorten
the overall test time.
TEST MODE:The solenoid is energized with a
fixed duration pulse. Subsequent fixed pulses occur
when the diaphragm reaches the switch closure
point.
The spring in the pump is set so that the system
will achieve an equalized pressure of about 7.5 inches
of water.
When the pump starts, the cycle rate is quite high.
As the system becomes pressurized, pump rate drops.
If there is no leak, the pump will quit. If there is a
leak, the test is terminated at the end of the test
mode.
If there is no leak, the purge monitor is run. If the
cycle rate increases due to the flow through the
purge system, the test is passed and the diagnostic is
complete.
The canister vent valve will unseal the system
after completion of the test sequence as the pump
diaphragm assembly moves to the full travel position.
OPERATION - LDP SWITCH
The leak detection pump LDP assembly incorpo-
rates two primary functions: it detects a leak in the
evaporative system, and it seals the evaporative sys-
tem so that the required leak detection monitor test
can be run.
The three-port LDP solenoid valve is used to
expose either engine vacuum or atmospheric pressure
to the top side of the leak detection pump diaphragm.
When the LDP solenoid valve is denergized its port
(opening) to engine vacuum is blocked off. This
allows ambient air (atmospheric pressure) to enter
the top of the pump diaphragm. The spring load on
the diaphragm will push the diaphragm down, as
long as there is no pressure present in the rest of the
evaporative system. If there is sufficient evaporative
system pressure present, then the pump diaphragm
will stay in the9up9position. If the evaporative sys-
tem pressure decays, then the pump diaphragm will
eventually fall. The rate of this decent is dependent
upon the size of the evaporative system leak (Large
or small).
When the LDP solenoid valve is energized the port
(opening) to atmosphere is blocked off. At the same
time, the port to engine vacuum is opened. Engine
vacuum replaces atmospheric pressure. When engine
vacuum is sufficient, it over comes the spring pres-
sure load on the pump diaphragm and causes the
diaphragm to rise to its9up9position. The reed
switch will change state depending upon the position
of the pump diaphragm.
If the diaphragm is in the9up9position the reed
switch will be in its9open9state. This means that the
12 volt signal sense to the PCM is interrupted. Zero
volts is detected by the PCM. If the pump diaphragm
is in the9down9position the reed switch will be in its
9closed9state. 12 volts is sent to the PCM via the
switch sense circuit.
The check valves are one-way valves. The first
check valve is used to draw outside air into the lower
chamber of the LDP (the space that is below the
pump diaphragm). The second check valve is used to
vent this outside air, which has become pressurized
from the fall of the pump diaphragm, into the evap-
orative system.
The spring loaded vent seal valve, inside the LDP
is used to seal off the evaporative system. When the
pump diaphragm is in the9up9position the spring
pushes the vent seal valve closed. The vent seal valve
opens only when the pump diaphragm is in its9full
down9position. When the pump assembly is in its
pump mode the pump diaphragm is not allowed to
descend (fall) so far as to allow the vent seal valve to
open. This allows the leak detection pump to develop
the required pressure within the evaporative system
for system leak testing.
RSEVAPORATIVE EMISSIONS25-13