fuel CHRYSLER VOYAGER 2002 Service Manual

REMOVAL
REMOVAL - PEDAL POSITION SENSOR (LHD)
(1) Disconnect negative battery cable.
(2) Disconnect pedal position sensor electrical con-
nector (Fig. 4).
(3) Remove 2 pedal position sensor retaining nuts
(Fig. 4).
(4) Remove pedal position sensor from vehicle.
REMOVAL - PEDAL POSITION SENSOR (RHD)
(1) Disconnect negative battery cable.
(2) Disconnect pedal position sensor electrical con-
nector (Fig. 4).
(3) Remove 2 pedal position sensor retaining nuts
(Fig. 4).
(4) Remove pedal position sensor from vehicle.
INSTALLATION
INSTALLATION - PEDAL POSITION SENSOR
(LHD)
(1) Position pedal position sensor in vehicle.
(2) Install pedal position sensor retaining nuts
(Fig. 4).
(3) Connect pedal position sensor electrical connec-
tor (Fig. 4).
(4) Connect negative battery cable.
INSTALLATION - PEDAL POSITION SENSOR
(RHD)
(1) Position pedal position sensor in vehicle.
(2) Install 2 pedal position sensor retaining nuts
(Fig. 4).
(3) Connect pedal position sensor electrical connec-
tor (Fig. 4).
(4) Connect negative battery cable.
BOOST PRESSURE SENSOR
DESCRIPTION
The boost pressure/ intake air temperature sensor
is mounted to the top of the intake manifold. The
sensor allows the ECM to monitor air pressure
within the intake manifold. This sensor is also used
to monitor the intake air temperature (Fig. 5).
OPERATION
When the intake manifold pressure is low (high
vacuum) sensor voltage output is 0.25-1.8 volts at the
ECM. When the intake manifold pressure is high due
to turbo boost, sensor voltage output is 2.0-4.7 volts.
The sensor receives a 5-volts reference from the
ECM. Sensor ground is also provides by the ECM.
The ECM uses boost pressure combined with intake
air temerature to determine the volume of air enter-
ing the engine.
DIAGNOSIS AND TESTING - BOOST
PRESSURE/INTAKE AIR TEMPERATURE
SENSOR
If the boost pressure sensor fails, the ECM records
a DTC into memory and continues to operate the
engine in one of the three limp-in modes. When the
ECM is operating in this mode, a loss of power will
be present, as if the turbocharger was not operating.
The best method for diagnosing faults with the boost
pressure sensor is with the DRB IIItscan tool. Refer
to the Diesel Powertrain Diagnostic Manual for more
information.
Refer to On-Board Diagnostics in Emissions Con-
trol System for a list of Diagnostic Trouble Codes
(DTC's) for certain fuel system components.
Fig. 5 BOOST PRESSURE SENSOR/INTAKE AIR
TEMPERATURE SENSOR
14a - 14 FUEL INJECTIONRG
ACCELERATOR PEDAL POSITION SENSOR (Continued)
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INTAKE AIR TEMPERATURE
SENSOR
DESCRIPTION
The boost pressure sensor/intake air temperature
sensor is located in the top of the intake manifold
(Fig. 6). The intake air temperature sensor is used to
measure the intake air temperature. The intake air
temperture sensor is a dual purpose sensor. It is also
used as a boost pressure sensor.
OPERATION
The intake air temperature sensor is a negative
temperature coefficient (NTC) thermistor (resistance
varies inversly with temperature). This means at
cold air temperature its resistance is high, sothe volt-
age signal will be high. As intake air temperature
increases, sensor resistance decreases and the signal
voltage will be low. This allows the sensor to provide
an analog voltage signal (0.2-4.8 volts) to the ECM.
REMOVAL
(1) Disconnect negative battery cable.
(2) Remove engine cover retaining bolts and cover-
(Refer to 9 - ENGINE COVER - REMOVAL).(3) Disconnect intake air temperature electrical
connector.
(4) Remove intake air temperature sensor retain-
ing screws and sensor (Fig. 6).
INSTALLATION
(1) Install intake air temperature sensor and
retaining bolts (Fig. 6). Torque to 5.4 N´m.
(2) Connect intake air temperature sensor.
(3) Install engine cover and retaining bolts (Refer
to 9 - ENGINE COVER - INSTALLATION).
CRANKSHAFT POSITION
SENSOR
DESCRIPTION
The crankshaft position sensor is mounted in the
right rear of the engine block below the turbocharger
(Fig. 7). This sensor is used to detect engine speed.
OPERATION
The crankshaft position sensor is a magnetic
pickup type sensor that generates an ac signal. The
sensor contains a permanent magent and a coil of
wire. The sensor generates an ac signal each time a
notch in the reluctor wheel on the crankshaft passes
across the permanent magnet. The ECM calculates
engine speed based on the frequency of the ac signal.
The ECM supplies the sensor ground.
Fig. 6 BOOST PRESSURE SENSOR/INTAKE AIR
TEMPERATURE SENSOR LOCATION
1 - FUEL RAIL
2 - FUEL PRESSURE SENSOR
3 - INTAKE AIR TEMPERATURE/BOOST PRESSURE SENSOR
4 - CYLINDER HEAD COVER/INTAKE MANIFOLD
Fig. 7 CRANKSHAFT POSITION SENSOR
1 - CRANKSHAFT POSITION SENSOR
2 - CRANKSHAFT POSITION SENSOR ELECTRICAL
CONNECTOR
RGFUEL INJECTION14a-15
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MASS AIR FLOW (MAF)
SENSOR
DESCRIPTION
The Mass Air Flow (MAF) Sensor is mounted
inline in the air intake between the air filter and the
turbocharger (Fig. 8).
OPERATION
The ECM uses the mass air flow (MAF) sensor to
measure air density. The MAF sensor contains a
ceramic element. A signal voltage is provided to the
element. As engine speed increases, airflow across
the ceramic element increases. Changes in air flow
and air density cause the temperature of the ceramic
element to fluxuate. The ceramic element changes
resistance respectively to changes in temperature.
The change in resistance varies the signal voltage
output to the ECM. The diesel power relay supplies
battery power the to MAF sensor. Ground is providedby the ECM. The MAF sensor signal is provided by
the ECM.
REMOVAL
(1) Disconnect negative battery cable.
(2) Disconnect MAF sensor electrical connector
(Fig. 9).
(3) Loosen MAF sensor retaining clamps (Fig. 9).
(4) Remove MAF sensor from airduct (Fig. 9).
INSTALLATION
(1) Install MAF sensor in airduct (Fig. 9).
(2) Tighten retaining clamps (Fig. 9).
(3) Connect MAF sensor electrical connector (Fig.
9).
(4) Connect negative battery cable.
Fig. 8 MASS AIR FLOW (MAF) SENSOR
Fig. 9 MASS AIR FLOW (MAF) SENSOR LOCATION
1 - MAF SENSOR ELECTRICAL CONNECTOR
2 - RETAINING CLAMPS
3 - MASS AIR FLOW (MAF) SENSOR
4 - AIR CLEANER HOUSING
14a - 16 FUEL INJECTIONRG
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ADJUSTMENTS
THROTTLE VALVE LINKAGE ADJUSTMENT
The throttle valve linkage adjustment is very
important to proper transaxle operation. This adjust-
ment positions a valve which controls shift speed,
shift quality, and part throttle downshift sensitivity.
If the setting is too short, early shifts and slippage
between shifts may occur. If the setting is too long,
shifts may be delayed and part throttle downshifts
may be very sensitive.
LINKAGE ADJUSTMENT PROCEDURE
(1) Perform transaxle throttle valve linkage
adjustment while engine is at normal operating tem-
perature.
(2) Using small screwdriver, disengage adjustment
lock at transaxle.
(3) Rotate lever at transaxle all the way to the left
side of vehicle against stop.
(4) Slide cable adjuster until cable core end
touches clip at throttle valve lever.
(5) Press adjuster lock (Fig. 228) to retain setting.
TORQUE CONVERTER
DESCRIPTION
The torque converter (Fig. 229) is a hydraulic
device that couples the engine crankshaft to the
transmission. The torque converter consists of an
outer shell with an internal turbine, a stator, an
overrunning clutch, an impeller and an electronically
applied converter clutch. The converter clutch pro-
vides reduced engine speed and greater fuel economy
when engaged. Clutch engagement also provides
reduced transmission fluid temperatures. The con-
verter clutch engages in third gear. The torque con-
verter hub drives the transmission oil (fluid) pump.
The torque converter is a sealed, welded unit that
is not repairable and is serviced as an assembly.
CAUTION: The torque converter must be replaced if
a transmission failure resulted in large amounts of
metal or fiber contamination in the fluid. If the fluid
is contaminated, flush the fluid cooler and lines.
Fig. 228 Throttle Valve Cable Adjustment Lock
1 - ADJUSTER LOCK
Fig. 229 Torque Converter Assembly
1 - TURBINE
2 - IMPELLER
3 - HUB
4-STATOR
5 - CONVERTER CLUTCH DISC
6 - DRIVE PLATE
21 - 122 31TH AUTOMATIC TRANSAXLERS
THROTTLE VALVE CABLE (Continued)
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TORQUE CONVERTER
DESCRIPTION
The torque converter (Fig. 327) is a hydraulic
device that couples the engine crankshaft to the
transmission. The torque converter consists of an
outer shell with an internal turbine, a stator, an
overrunning clutch, an impeller and an electronically
applied converter clutch. The converter clutch pro-
vides reduced engine speed and greater fuel economy
when engaged. Clutch engagement also provides
reduced transmission fluid temperatures. The con-
verter clutch engages in third gear. The torque con-
verter hub drives the transmission oil (fluid) pump.
The torque converter is a sealed, welded unit that
is not repairable and is serviced as an assembly.
CAUTION: The torque converter must be replaced if
a transmission failure resulted in large amounts of
metal or fiber contamination in the fluid. If the fluid
is contaminated, flush the fluid cooler and lines.
Fig. 327 Torque Converter Assembly
1 - TURBINE
2 - IMPELLER
3 - HUB
4-STATOR
5 - CONVERTER CLUTCH DISC
6 - DRIVE PLATE
RS41TE AUTOMATIC TRANSAXLE21 - 285
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is requested when the TCM pulses this signal to
ground. The PCM recognizes this request and
responds by retarding ignition timing, killing fuel
injectors, etc. The PCM sends a confirmation of the
request to the TCM via the communication bus.
Torque reduction is not noticable by the driver, and
usually lasts for a very short period of time.
If the confirmation signal is not received by the
TCM after two sequential request messages, a diag-
nostic trouble code will be set.
VALVE BODY
DESCRIPTION
The valve body assembly consists of a cast alumi-
num valve body, a separator plate, and transfer
plate. The valve body contains valves and check balls
that control fluid delivery to the torque converter
clutch, solenoid/pressure switch assembly, and fric-
tional clutches. The valve body contains the following
components (Fig. 340):
²Regulator valve
²Solenoid switch valve
²Manual valve²Converter clutch switch valve
²Converter clutch control valve
²Torque converter regulator valve
²Low/Reverse switch valve
In addition, the valve body also contains the ther-
mal valve, #2,3&4 check balls, the #5 (overdrive)
check valve and the 2/4 accumulator assembly. (Refer
to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC
- 41TE/VALVE BODY - DISASSEMBLY)
OPERATION
NOTE: Refer to the Hydraulic Schematics for a
visual aid in determining valve location, operation
and design.
REGULATOR VALVE
The regulator valve controls hydraulic pressure in
the transaxle. It receives unregulated pressure from
the pump, which works against spring tension to
maintain oil at specific pressures. A system of sleeves
and ports allows the regulator valve to work at one of
three predetermined pressure levels. Regulated oil
pressure is also referred to as ªline pressure.º
Fig. 340 Valve Body Assembly
1 - VALVE BODY 5 - MANUAL VALVE
2 - T/C REGULATOR VALVE 6 - CONVERTER CLUTCH SWITCH VALVE
3 - L/R SWITCH VALVE 7 - SOLENOID SWITCH VALVE
4 - CONVERTER CLUTCH CONTROL VALVE 8 - REGULATOR VALVE
RS41TE AUTOMATIC TRANSAXLE21 - 293
TRD LINK (Continued)
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door temperature drops. After checking the air
pressure, replace valve cap finger tight.
Inflation pressures specified on the Tire Inflation
Pressure Label are always the cold inflation pressure
of the tire. Cold inflation pressure is obtained after
the vehicle has not been operated for at least 3
hours, or the vehicle is driven less than one mile
after being inoperative for 3 hours. Tire inflation
pressures may increase from 2 to 6 pounds persquare inch (psi) (14 to 41 kPa) during operation. Do
not reduce this normal pressure buildup.
Improper inflation can cause:
²Uneven wear patterns
²Reduced tread life
²Reduced fuel economy
²Unsatisfactory ride
²The vehicle to drift.
WARNING: OVER OR UNDER INFLATED TIRES CAN
AFFECT VEHICLE HANDLING. THE TIRE CAN FAIL
SUDDENLY, RESULTING IN LOSS OF VEHICLE
CONTROL.
Under inflation causes rapid shoulder wear, tire
flexing, and can result in tire failure (Fig. 25).
Fig. 23 Tire Wear Patterns
Fig. 24 Tread Wear Indicators
1 - TREAD ACCEPTABLE
2 - TREAD UNACCEPTABLE
3 - WEAR INDICATOR
Fig. 25 Under Inflation Wear
1 - THIN TIRE TREAD AREAS
22 - 16 TIRES/WHEELSRS
TIRES (Continued)
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MOPARTSPRAY WHITE LUBE OR EQUIVALENT
²Door Check Straps
²Liftgate Latches
²Liftgate Prop Pivots
²Ash Receiver
²Fuel Filler Door Remote Control Latch Mecha-
nism
²Parking Brake Mechanism
²Sliding Seat Tracks
²Liftgate Latch
MOPARTMultipurpose GREASE OR EQUIVALENT
²All Other Hood Mechanisms
MOPARTLOCK CYLINDER LUBRICANT OR
EQUIVALENT
²Door Lock Cylinders
²Liftgate Lock Cylinder
SPECIAL TOOLS
BODY
INDEX
DESCRIPTION FIGURE
STICK, TRIM C 4755 16
REMOVER, MOLDINGS C-4829 17
PLIERS, HEADLINER CLIP 6967 18
Fig. 16 STICK, TRIM C 4755
Fig. 17 REMOVER, MOLDINGS C-4829
Fig. 18 PLIERS, HEADLINER CLIP 6967
RSBODY23-13
BODY (Continued)
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(4) Engage the center hinge roller into the channel
(Fig. 12).
(5) Roll door forward until lower roller engage into
rear of the track.
(6) Engage the upper sliding door hinge into the
upper channels (Fig. 11).
(7) Install hold open latch striker(Refer to 23 -
BODY/DOORS - SLIDING/HOLD OPEN LATCH
STRIKER - INSTALLATION).
(8) Install sliding door sill plate.
(9) Install center roller channel end cover (Fig. 10).(10) Install center stop on sliding door. (Refer to 23
- BODY/DOORS - SLIDING/STOP BUMPER -
INSTALLATION)
(11) Place upper roller stop bumper in position on
upper roller arm.
(12) Install screw attaching upper roller arm stop
bumper to upper roller arm (Fig. 9).
(13) Remove masking tape from body surfaces.
(14) Verify door operation and fit. Adjust as neces-
sary. (Refer to 23 - BODY/DOORS - SLIDING/SLID-
ING DOOR - ADJUSTMENTS)
ADJUSTMENTS
SLIDING DOOR ADJUSTMENTS
NOTE: For power sliding door procedures refer to
POWER SLIDING DOOR SYSTEM in the ELECTRI-
CAL section.
PRELIMINARY CHECKS
(1) Close the sliding door, visually checking C-post
striker alignment entry into latch. Striker at this
point must not affect alignment. Striker should go
straight into the latching mechanism.
(2) On vehicles with left sliding doors, check the
fuel door blocker striker entry into latch. Striker at
this point must not affect alignment.
(3) Check C-post and B-post for door to aperture
gaps and door to door gaps. All gaps should be 5 mm
  1 mm.
(4) Check door for height using character lines as
a reference. Also check roof contour as a controlling
factor.
Using the procedures noted below, adjust the side
door in the order the individual steps are called out.
DOOR FLUSHNESS ADJUSTMENT
(1) Check sliding door flushness at the C-pillar
striker.
(2) Adjust the C-pillar striker in or out until the
door is flush.
(3) Check upper B-pillar flushness to A-pillar
cover.
(4) Loosen one nut on upper hinge and adjust door
in or out until the door is flush.
(5) Check flushness at upper C-pillar.
(6) If upper C-pillar flushness is out of specifica-
tion use a heavy rubber mallet on the door assembly
until door is in specifications.
DOOR GAP ADJUSTMENT - UP/DOWN
(1) Visually inspect the sliding door for fitting low
at the top of the door by checking the alignment of
the top contour of the door to the quarter panel.
Fig. 11 SLIDING DOOR UPPER ROLLER
1 - SLIDING DOOR
2 - UPPER HINGE
3 - UPPER CHANNEL
Fig. 12 SLIDING DOOR CENTER ROLLER
1 - SLIDING DOOR
2 - QUARTER GLASS
3 - CENTER HINGE ROLLERS
4 - CENTER HINGE
23 - 30 DOORS - SLIDINGRS
SLIDING DOOR (Continued)
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EXTERIOR
TABLE OF CONTENTS
page page
BODY SIDE MOLDINGS
REMOVAL.............................44
INSTALLATION.........................45
COWL GRILLE
REMOVAL.............................50
INSTALLATION.........................50
EXTERIOR NAME PLATES - TAPE ATTACHED
REMOVAL.............................50
INSTALLATION.........................51
EXTERIOR NAME PLATES - ADHESIVE
ATTACHED
REMOVAL.............................51
INSTALLATION.........................51
FRONT FENDER
REMOVAL.............................51
INSTALLATION.........................51
FUEL FILL DOOR
REMOVAL.............................52
INSTALLATION.........................52
FUEL FILL DOOR BLOCKER LATCH
REMOVAL.............................52
INSTALLATION.........................52
FUEL FILL DOOR BLOCKER LATCH STRIKER
REMOVAL.............................53
INSTALLATION.........................53
FUEL FILL DOOR BLOCKER LOCKOUT LINK
REMOVAL.............................53INSTALLATION.........................54
GRILLE OPENING REINFORCEMENT
REMOVAL.............................54
INSTALLATION.........................54
FRONT WHEELHOUSE SPLASH SHIELD
REMOVAL.............................55
INSTALLATION.........................55
LUGGAGE RACK RISER
REMOVAL.............................55
INSTALLATION.........................56
LUGGAGE RACK CROSSBAR
REMOVAL.............................56
INSTALLATION.........................57
REAR QUARTER PANEL/FENDER AIR
EXHAUSTER
DESCRIPTION.........................57
REMOVAL.............................57
INSTALLATION.........................58
ROOF JOINT MOLDING
REMOVAL.............................58
INSTALLATION.........................58
SIDE VIEW MIRROR
REMOVAL.............................58
INSTALLATION.........................58
SIDE VIEW MIRROR GLASS
REMOVAL.............................59
INSTALLATION.........................59
BODY SIDE MOLDINGS
REMOVAL
Refer to (Fig. 1), (Fig. 2), (Fig. 3), (Fig. 4) or (Fig.
5)for proper location of fasteners holding the molding
to the wheelhouse lip and rocker panels.
(1) Warm the affected stick on molding and body
metal to approximately 38É C (100É F) using a suit-
able heat lamp or heat gun.(2) If equipped, remove pop rivets holding molding
edge to wheelhouse lip.
(3) Pull stick on molding from painted surface.
(4) Remove adhesive tape residue from painted
surface of vehicle. Use a 3M Scotch-BriteŸ Molding
Adhesive and Stripe Removal Disc, or equivalent, to
clean adhesive residue from painted surfaces. These
products are available from automotive paint suppli-
ers. Refer to instructions supplied with the specific
product for proper usage.
23 - 44 EXTERIORRS
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