CHRYSLER VOYAGER 2004 Service Manual

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.
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 with brake
pedal applied.
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.
Fig. 293 Ignition Key/Switch Positions
1 - ACC
2 - LOCK
3 - OFF
4 - ON/RUN
5-START
Fig. 294 Pawl Engaged to Shift Lever
1 - GEAR SHIFT LEVER
2 - GEAR SHIFT LEVER PAWL
Fig. 295 Pawl Disengaged From Shift Lever
1 - GEAR SHIFT LEVER
2 - GEAR SHIFT LEVER PAWL
21 - 234 41TE AUTOMATIC TRANSAXLERS
SHIFT INTERLOCK SOLENOID (Continued)

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 with brake
pedal applied.
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.
296).(3) Remove knee bolster (Fig. 297).
(4) Remove steering column lower shroud.
(5) Disconnect brake/transmission shift interlock
(BTSI) solenoid connector (Fig. 298).
(6) Remove two (2) solenoid-to-column screws (Fig.
299).
(7) Remove solenoid.
Fig. 296 Instrument Panel Lower Silencer
1 - INSTRUMENT PANEL LOWER SILENCER
Fig. 297 Knee Bolster
1 - KNEE BOLSTER
Fig. 298 BTSI Solenoid Connector
1 - BTSI SOLENOID
2 - SOLENOID CONNECTOR
RS41TE AUTOMATIC TRANSAXLE21 - 235
SHIFT INTERLOCK SOLENOID (Continued)

INSTALLATION
(1) Place interlock solenoid into position ensuring
hook on end of solenoid plunger engages gearshift
lever pawl pin. Install and tighten screws (Fig. 300).(2) Verify gearshift lever is in PARK (P) and con-
nect solenoid connector (Fig. 301).
(3) Install steering column lower shroud.
(4) Install knee bolster (Fig. 302).
Fig. 299 Solenoid Retaining Screw
1 - SOLENOID RETAINING SCREW (2)
Fig. 300 Solenoid Retaining Screw
1 - SOLENOID RETAINING SCREW (2)
Fig. 301 BTSI Solenoid Connector
1 - BTSI SOLENOID
2 - SOLENOID CONNECTOR
Fig. 302 Knee Bolster
1 - KNEE BOLSTER
21 - 236 41TE AUTOMATIC TRANSAXLERS
SHIFT INTERLOCK SOLENOID (Continued)

(5) Install instrument panel lower silencer (Fig.
303).
(6) Connect battery negative cable.
(7) Verify proper shift interlock system operation.
(Refer to 21 - TRANSMISSION/TRANSAXLE/AUTO-
MATIC - 31TH/SHIFT INTERLOCK SOLENOID -
OPERATION)
SOLENOID/PRESSURE
SWITCH ASSY
DESCRIPTION
The Solenoid/Pressure Switch Assembly (Fig. 304)
is external to the transaxle and mounted to the
transaxle case. The assembly consists of four sole-
noids that control hydraulic pressure to the LR/CC,
2/4, OD, and UD friction elements. The reverse
clutch is controlled by line pressure from the manual
valve in the valve body. The solenoids are contained
within the Solenoid/Pressure Switch Assembly, and
can only be serviced by replacing the assembly.
The solenoid assembly also contains pressure
switches that monitor and send hydraulic circuit
information to the PCM/TCM. Likewise, the pressure
switches can only be service by replacing the assem-
bly.
OPERATION
SOLENOIDS
The solenoids receive electrical power from the
Transmission Control Relay through a single wire.
The PCM/TCM energizes or operates the solenoids
individually by grounding the return wire of the sole-
noid needed. When a solenoid is energized, the sole-
noid valve shifts, and a fluid passage is opened or
closed (vented or applied), depending on its default
operating state. The result is an apply or release of a
frictional element.
The 2/4 and UD solenoids are normally applied,
which by design allow fluid to pass through in their
relaxed or ªoffº state. This allows transaxle limp-in
(P,R,N,2) in the event of an electrical failure.
The continuity of the solenoids and circuits are
periodically tested. Each solenoid is turned on or off
depending on its current state. An inductive spike
should be detected by the PCM/TCM during this test.
It no spike is detected, the circuit is tested again to
verify the failure. In addition to the periodic testing,
the solenoid circuits are tested if a speed ratio or
pressure switch error occurs.
Fig. 303 Instrument Panel Lower Silencer
1 - INSTRUMENT PANEL LOWER SILENCER
Fig. 304 Solenoid/Pressure Switch Assembly
1 - SOLENOID AND PRESSURE SWITCH ASSEMBLY
RS41TE AUTOMATIC TRANSAXLE21 - 237
SHIFT INTERLOCK SOLENOID (Continued)

PRESSURE SWITCHES
The PCM/TCM relies on three pressure switches to
monitor fluid pressure in the L/R, 2/4, and OD
hydraulic circuits. The primary purpose of these
switches is to help the PCM/TCM detect when clutch
circuit hydraulic failures occur. The range for the
pressure switch closing and opening points is 11-23
psi. Typically the switch opening point will be
approximately one psi lower than the closing point.
For example, a switch may close at 18 psi and open
at 17 psi. The switches are continuously monitored
by the PCM/TCM for the correct states (open or
closed) in each gear as shown in the following chart:
PRESSURE SWITCH STATES
GEAR L/R 2/4 OD
ROPOPOP
P/N CL OP OP
1st CL OP OP
2nd OP CL OP
DOPOPCL
OD OP CL CL
OP = OPEN
CL = CLOSED
A Diagnostic Trouble Code (DTC) will set if the
PCM/TCM senses any switch open or closed at the
wrong time in a given gear.
The PCM/TCM also tests the 2/4 and OD pressure
switches when they are normally off (OD and 2/4 are
tested in 1st gear, OD in 2nd gear, and 2/4 in 3rd
gear). The test simply verifies that they are opera-
tional, by looking for a closed state when the corre-
sponding element is applied. Immediately after a
shift into 1st, 2nd, or 3rd gear with the engine speed
above 1000 rpm, the PCM/TCM momentarily turns
on element pressure to the 2/4 and/or OD clutch cir-
cuits to identify that the appropriate switch has
closed. If it doesn't close, it is tested again. If the
switch fails to close the second time, the appropriate
Diagnostic Trouble Code (DTC) will set.
REMOVAL
NOTE: If solenoid/pressure switch assembly is
being replaced, it is necessary to perform the TCM
Quick Learn Procedure. (Refer to 8 - ELECTRICAL/
ELECTRONIC CONTROL MODULES/TRANSMISSION
CONTROL MODULE - STANDARD PROCEDURE)
(1) Disconnect battery negative cable.
(2) Remove air cleaner assembly.(3) Disconnect solenoid/pressure switch assembly
connector.
(4) Disconnect input speed sensor connector.
(5) Remove input speed sensor (Fig. 305).
(6) Remove three (3) solenoid/pressure switch
assembly-to-transaxle case bolts (Fig. 306).
(7) Remove solenoid/pressure switch assembly and
gasket (Fig. 307). Use care to prevent gasket mate-
rial and foreign objects from become lodged in the
transaxle case ports.
Fig. 305 Input Speed Sensor
1 - INPUT SPEED SENSOR
Fig. 306 Solenoid/Pressure Switch Assembly-to-
Case Bolts
1 - BOLTS
2 - SOLENOID AND PRESSURE SWITCH ASSEMBLY
21 - 238 41TE AUTOMATIC TRANSAXLERS
SOLENOID/PRESSURE SWITCH ASSY (Continued)

INSTALLATION
NOTE: If solenoid/pressure switch assembly is
being replaced, it is necessary to perform the TCM
Quick Learn Procedure. (Refer to 8 - ELECTRICAL/
ELECTRONIC CONTROL MODULES/TRANSMISSION
CONTROL MODULE - STANDARD PROCEDURE)
(1) Install solenoid/pressure switch assembly and
new gasket to transaxle (Fig. 307).
(2) Install and torque three (3) bolts (Fig. 306) to
13 N´m (110 in. lbs.).
(3) Install input speed sensor (Fig. 305) and torque
to 27 N´m (20 ft. lbs.).
(4) Connect input speed sensor connector.
(5) Install solenoid/pressure switch 8-way connec-
tor and torque to 4 N´m (35 in. lbs.).
(6) Install air cleaner assembly.
(7) Connect battery negative cable.
(8) If solenoid/pressure switch assembly was
replaced, perform TCM Quick Learn procedure.
(Refer to 8 - ELECTRICAL/ELECTRONIC CON-
TROL MODULES/TRANSMISSION CONTROL
MODULE - STANDARD PROCEDURE)
SPEED SENSOR - INPUT
DESCRIPTION
The Input Speed Sensor is a two-wire magnetic
pickup device that generates AC signals as rotation
occurs. It is threaded into the transaxle case (Fig.
308), sealed with an o-ring (Fig. 309), and is consid-
ered a primary input to the Powertrain/Transmission
Control Module.
Fig. 307 Solenoid/Pressure Switch Assembly and
Gasket
1 - SOLENOID/PRESSURE SWITCH ASSEMBLY
2 - GASKET
Fig. 308 Input Speed Sensor Location
1 - INPUT SPEED SENSOR
Fig. 309 O-Ring Location
1 - INPUT SPEED SENSOR
2 - O-RING
RS41TE AUTOMATIC TRANSAXLE21 - 239
SOLENOID/PRESSURE SWITCH ASSY (Continued)

OPERATION
The Input Speed Sensor provides information on
how fast the input shaft is rotating. As the teeth of
the input clutch hub pass by the sensor coil (Fig.
310), an AC voltage is generated and sent to the
PCM/TCM. The PCM/TCM interprets this informa-
tion as input shaft rpm.
The PCM/TCM compares the input speed signal
with output speed signal to determine the following:
²Transmission gear ratio
²Speed ratio error detection
²CVI calculation
The PCM/TCM also compares the input speed sig-
nal and the engine speed signal to determine the fol-
lowing:
²Torque converter clutch slippage
²Torque converter element speed ratio
REMOVAL
(1) Disconnect battery negative cable.
(2) If necessary, disconnect and cap off transmis-
sion oil cooler lines.
(3) Disconnect input speed sensor connector.
(4) Unscrew and remove input speed sensor (Fig.
311).
(5) Inspect speed sensor o-ring (Fig. 312) and
replace if necessary.
INSTALLATION
(1) Verify o-ring is installed into position.
(2) Install and tighten input speed sensor to 27
N´m (20 ft. lbs.).
(3) Connect speed sensor connector.
(4) Connect battery negative cable.
Fig. 310 Sensor Relation to Input Clutch Hub
1 - INPUT SPEED SENSOR
2 - TRANSAXLE CASE
3 - INPUT CLUTCH HUB
Fig. 311 Input (Turbine) Speed Sensor
1 - INPUT SPEED SENSOR
Fig. 312 O-ring Location
1 - INPUT SPEED SENSOR
2 - O-RING
21 - 240 41TE AUTOMATIC TRANSAXLERS
SPEED SENSOR - INPUT (Continued)

SPEED SENSOR - OUTPUT
DESCRIPTION
The Output Speed Sensor is a two-wire magnetic
pickup device that generates an AC signal as rotation
occurs. It is threaded into the transaxle case (Fig.
313), sealed with an o-ring (Fig. 314), and is consid-
ered a primary input to the Powetrain/Transmission
Control Module.
OPERATION
The Output Speed Sensor provides information on
how fast the output shaft is rotating. As the rear
planetary carrier park pawl lugs pass by the sensor
coil (Fig. 315), an AC voltage is generated and sent to
the PCM/TCM. The PCM/TCM interprets this infor-
mation as output shaft rpm.
The PCM/TCM compares the input and output
speed signals to determine the following:
²Transmission gear ratio
²Speed ratio error detection
²CVI calculation
VEHICLE SPEED SIGNAL
The vehicle speed signal is taken from the Output
Speed Sensor. The PCM converts this signal into a
pulse per mile signal and sends the vehicle speed
message across the communication bus to the BCM.
The BCM sends this signal to the Instrument Cluster
to display vehicle speed to the driver. The vehicle
speed signal pulse is roughly 8000 pulses per mile.
REMOVAL
(1) Disconnect battery negative cable.
(2) Raise vehicle on hoist.
(3) Disconnect output speed sensor connector.
(4) Unscrew and remove output speed sensor (Fig.
316).
(5) Inspect speed sensor o-ring (Fig. 317) and
replace if necessary.
Fig. 313 Output Speed Sensor
1 - OUTPUT SPEED SENSOR
Fig. 314 O-Ring Location
1 - OUTPUT SPEED SENSOR
2 - O-RING
Fig. 315 Sensor Relation to Planet Carrier Park Pawl
1 - OUTPUT SPEED SENSOR
2 - REAR PLANET CARRIER/OUTPUT SHAFT ASSEMBLY
3 - TRANSAXLE CASE
RS41TE AUTOMATIC TRANSAXLE21 - 241

INSTALLATION
(1) Verify o-ring is installed into position (Fig.
317).
(2) Install and tighten input speed sensor to 27
N´m (20 ft. lbs.).
(3) Connect speed sensor connector.
(4) Connect battery negative cable.
TORQUE CONVERTER
DESCRIPTION
The torque converter (Fig. 318) 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.
Fig. 316 Output Speed Sensor
1 - OUTPUT SPEED SENSOR
Fig. 317 O-ring Location
1 - OUTPUT SPEED SENSOR
2 - O-RINGFig. 318 Torque Converter Assembly
1 - TURBINE
2 - IMPELLER
3 - HUB
4-STATOR
5 - CONVERTER CLUTCH DISC
6 - DRIVE PLATE
21 - 242 41TE AUTOMATIC TRANSAXLERS
SPEED SENSOR - OUTPUT (Continued)

IMPELLER
The impeller (Fig. 319) is an integral part of the
converter housing. The impeller consists of curved
blades placed radially along the inside of the housing
on the transmission side of the converter. As the con-
verter housing is rotated by the engine, so is the
impeller, because they are one and the same and are
the driving member of the system.
Fig. 319 Impeller
1 - ENGINE FLEXPLATE 4 - ENGINE ROTATION
2 - OIL FLOW FROM IMPELLER SECTION INTO TURBINE
SECTION5 - ENGINE ROTATION
3 - IMPELLER VANES AND COVER ARE INTEGRAL
RS41TE AUTOMATIC TRANSAXLE21 - 243
TORQUE CONVERTER (Continued)