sensor CHRYSLER VOYAGER 2004 Service Manual

(13) Install left and right halfshaft assemblies.
(Refer t o 3 - DIFFERENTIAL & DRIVELINE/HALF
SHAFT - INSTALLATION) (14) Install front wheel/tire assemblies.
(15) Lower vehicle.
(16) Torque remaining rear mount bracket-to-tran-
saxle vertical bolts (Fig. 160) to 102 N´m (75 ft. lbs.). (17) Install transaxle upper bellhousing-to-block
bolts and torque to 95 N´m (70 ft. lbs.). (18) Install and connect crank position sensor (if
equipped). (19) Connect gearshift cable to upper mount
bracket and transaxle manual valve lever (Fig. 161).
(20) Connect solenoid/pressure switch assembly
(Fig. 162). (21) Connect transmission range sensor connector
(Fig. 162). (22) Connect input and output speed sensor con-
nectors (Fig. 162). (23) Remove plugs and install transaxle oil cooler
line service splice kit. Refer to instructions included
with kit. (24) Remove plug and Install fluid level indicator/
tube assembly. (25) Install coolant recovery bottle (Fig. 163).
(26) Install battery shield.
(27) Connect battery cables.
(28) Fill transaxle with suitable amount of ATF+4
(Automatic Transmission FluidÐType 9602). (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC
- 41TE/FLUID - STANDARD PROCEDURE)
Fig. 161 Gearshift Cable at Transaxle - Typical
1 - MANUAL VALVE LEVER
2 - GEAR SHIFT CABLE
3 - UPPER MOUNT BRACKET
Fig. 162 Component Connector Location - Typical
1 - SOLENOID/PRESSURE SWITCH ASSY. CONNECTOR
2 - INPUT SPEED SENSOR CONNECTOR
3 - OUTPUT SPEED SENSOR CONNECTOR
4 - TRANSMISSION RANGE SENSOR CONNECTOR
Fig. 163 Coolant Recovery Bottle
1 - COOLANT RECOVERY CONTAINER
2 - HOSE
3 - BOLT
4 - SUB FRAME RAIL
21s - 74 40TE AUTOMATIC TRANSAXLERS
40TE AUTOMATIC TRANSAXLE (Continued)

INPUT SHAFT
DESCRIPTION METRIC SPECIFICATIONEnd Play 0.127-0.635mm 0.005-0.025 in.
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Bolt, Differential Cover-to-Case 19 Ð 165
Bolt, Differential Ring Gear-to-Case 95 70 Ð
Bolt, Differential Bearing Retainer-to-Case 28 21 Ð
Bolt, Driveplate-to- Crankshaft 95 70 Ð
Bolt, Extension Housing/ Plate-to-Case 28 21 Ð
Bolt, Oil Pan-to-Case 19 Ð 165 Bolt, Output Gear 271 200 Ð
Bolt, Output Gear Stirrup/Strap 23 17 Ð
Bolt, Oil Pump-to-Case 27 20 Ð
Bolt, Reaction Support-to- Case 27 20 Ð
Bolt, Solenoid/Pressure Switch Assy.-to-Case 12 Ð 110
Bolt, Torque Converter-to- Driveplate 75 55 Ð
Bolt, Transfer Gear Cover 20 Ð 175 Bolt, Valve Body-to-Case 12 Ð 105 Fitting, Oil Cooler Line 12 Ð 105 Nut, Tranfer Gear 271 200 Ð
Tap, Transaxle Pressure 5 Ð 45 Screw, L/R Clutch Retainer 5Ð45
Screw, Solenoid/Pressure Switch Assy. Connector 4Ð35
Screw, Valve Body-to- Transfer Plate 5Ð45
Sensor, Input Speed 27 20 Ð
Sensor, Output Speed 27 20 Ð Sensor, Transmission Range Sensor 5Ð45
21s - 88 40TE AUTOMATIC TRANSAXLERS
40TE AUTOMATIC TRANSAXLE (Continued)

(3) Select sensors.
(4) Read the transmission temperature value.
(5) Compare the fluid temperature value with the
fluid temperature chart (Fig. 188). (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. Mopar tATF+4 (Automatic Transmission Fluid)
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. ATF+4 also has a unique odor that
may change with age. Consequently, odor and color
cannot be used to indicate the fluid condition
or the need for a fluid change. After the fluid has been checked, seat the dipstick
fully to seal out water and dirt.
Fig. 188 Transmission Fluid Temperature Chart
1 - MAX. LEVEL 2 - MIN. LEVEL
RS
40TE AUTOMATIC TRANSAXLE21s - 103
FLUID (Continued)

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.
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 t o 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 (Fig. 277). (4) Disconnect input speed sensor connector (Fig.
277).
Fig. 277 Transmission Connectors
1 - SOLENOID PACK CONNECTOR
2 - INPUT SPEED SENSOR CONNECTOR
3 - OUTPUT SPEED SENSOR CONNECTOR
4 - TRANSMISSION RANGE SENSOR CONNECTOR
21s - 138 40TE AUTOMATIC TRANSAXLERS
SOLENOID/PRESSURE SWITCH ASSY (Continued)

(5) Remove input speed sensor (Fig. 278).
(6) Remove three (3) solenoid/pressure switch
assembly-to-transaxle case bolts (Fig. 279).
(7) Remove solenoid/pressure switch assembly and
gasket (Fig. 280). Use care to prevent gasket mate-
rial and foreign objects from become lodged in the
transaxle case ports.
INSTALLATION
NOTE: If solenoid/pressure switch assembly is
being replaced, it is necessary to perform the TCM
Quick Learn Procedure. (Refer t o 8 - ELECTRICAL/
ELECTRONIC CONTROL MODULES/TRANSMISSION
CONTROL MODULE - STANDARD PROCEDURE)
(1) Install solenoid/pressure switch assembly and
new gasket to transaxle (Fig. 280). (2) Install and torque three (3) bolts (Fig. 279) to
13 N´m (110 in. lbs.). (3) Install input speed sensor (Fig. 278) and torque
to 27 N´m (20 ft. lbs.). (4) Connect input speed sensor connector (Fig.
277). (5) Install solenoid/pressure switch 8-way connec-
tor and torque to 4 N´m (35 in. lbs.) (Fig. 277). (6) Install air cleaner assembly.
(7) Connect battery negative cable.
(8) If solenoid/pressure switch assembly was
replaced, perform TCM Quick Learn procedure.
(Refer t o 8 - ELECTRICAL/ELECTRONIC CON-
TROL MODULES/TRANSMISSION CONTROL
MODULE - STANDARD PROCEDURE)
Fig. 278 Input Speed Sensor
1 - INPUT SPEED SENSOR
Fig. 279 Solenoid/Pressure Switch Assembly-to- Case Bolts
1 - BOLTS
2 - SOLENOID AND PRESSURE SWITCH ASSEMBLY
Fig. 280 Solenoid/Pressure Switch Assembly and Gasket
1 - SOLENOID/PRESSURE SWITCH ASSEMBLY
2 - GASKET
RS 40TE AUTOMATIC TRANSAXLE21s - 139
SOLENOID/PRESSURE SWITCH ASSY (Continued)

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.
281), sealed with an o-ring (Fig. 282), and is consid-
ered a primary input to the Powertrain/Transmission
Control Module.
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.
283), 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: ² Transmission gear ratio
² Speed ratio error detection
² CVI calculation
The PCM/TCM also compares the input speed sig-
nal and the engine speed signal to determine the fol-
lowing: ² Torque converter clutch slippage
² Torque converter element speed ratio
Fig. 281 Input Speed Sensor Location
1 - INPUT SPEED SENSOR
Fig. 282 O-Ring Location
1 - INPUT SPEED SENSOR
2 - O-RING
Fig. 283 Sensor Relation to Input Clutch Hub
1 - INPUT SPEED SENSOR
2 - TRANSAXLE CASE
3 - INPUT CLUTCH HUB
21s - 140 40TE AUTOMATIC TRANSAXLERS

REMOVAL
(1) Disconnect battery negative cable.
(2) Disconnect input speed sensor connector (Fig.
284).
(3) Unscrew and remove input speed sensor (Fig.
285). (4) Inspect speed sensor o-ring (Fig. 286) and
replace if necessary.
INSTALLATION
(1) Verify o-ring is installed into position (Fig.
286). (2) Install and tighten input speed sensor to 27
N´m (20 ft. lbs.) (Fig. 285). (3) Connect speed sensor connector (Fig. 284).
(4) Connect battery negative cable.
Fig. 284 Transmission Connectors
1 - SOLENOID PACK CONNECTOR
2 - INPUT SPEED SENSOR CONNECTOR
3 - OUTPUT SPEED SENSOR CONNECTOR
4 - TRANSMISSION RANGE SENSOR CONNECTOR
Fig. 285 Input (Turbine) Speed Sensor
1 - INPUT SPEED SENSOR
Fig. 286 O-ring Location
1 - INPUT SPEED SENSOR
2 - O-RING
RS 40TE AUTOMATIC TRANSAXLE21s - 141
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.
287), sealed with an o-ring (Fig. 288), 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. 289), 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: ² Transmission gear ratio
² Speed ratio error detection
² CVI 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.
Fig. 287 Output Speed Sensor
1 - OUTPUT SPEED SENSOR
Fig. 288 O-Ring Location
1 - OUTPUT SPEED SENSOR
2 - O-RING
Fig. 289 Sensor Relation to Planet Carrier Park Pawl
1 - OUTPUT SPEED SENSOR
2 - REAR PLANET CARRIER/OUTPUT SHAFT ASSEMBLY
3 - TRANSAXLE CASE
21s - 142 40TE AUTOMATIC TRANSAXLERS

REMOVAL
(1) Disconnect battery negative cable.
(2) Raise vehicle on hoist.
(3) Disconnect output speed sensor connector (Fig.
290).
(4) Unscrew and remove output speed sensor (Fig.
291). (5) Inspect speed sensor o-ring (Fig. 292) and
replace if necessary.
INSTALLATION
(1) Verify o-ring is installed into position (Fig.
292). (2) Install and tighten input speed sensor to 27
N´m (20 ft. lbs.). (3) Connect speed sensor connector (Fig. 290).
(4) Connect battery negative cable.
Fig. 290 Transmission Connectors
1 - SOLENOID PACK CONNECTOR
2 - INPUT SPEED SENSOR CONNECTOR
3 - OUTPUT SPEED SENSOR CONNECTOR
4 - TRANSMISSION RANGE SENSOR CONNECTOR
Fig. 291 Output Speed Sensor
1 - OUTPUT SPEED SENSOR
Fig. 292 O-ring Location
1 - OUTPUT SPEED SENSOR
2 - O-RING
RS 40TE AUTOMATIC TRANSAXLE21s - 143
SPEED SENSOR - OUTPUT (Continued)

(9)Fill the transmission with the recommended fluid.
(Refer to 21 - TRANSMISSION/TRANSAXLE/AUTO-
MATIC - 41TE/FLUID - STANDARD PROCEDURE)
TRANSMISSION CONTROL RELAY
DESCRIPTION
The transmission control relay (Fig. 302) is located
in the Intelligent Power Module (IPM), which is
located on the left side of the engine compartment
between the battery and left fender.
OPERATION
The Transmission Control Relay is supplied fused
B+ voltage, energized by the PCM, and is used to
supply power to the solenoid pack when the trans-
mission is in normal operating mode. When the relay
is ªoffº, no power is supplied to the solenoid pack and
the transmission is in ªlimp-inº mode. After a control-
ler reset (ignition key turned to the ªrunº position or
after cranking engine), the PCM energizes the relay.
Prior to this, the PCM verifies that the contacts are
open by checking for no voltage at the switched bat-
tery terminals. After this is verified, the voltage at
the solenoid pack pressure switches is checked. After
the relay is energized, the PCM monitors the termi-
nals to verify that the voltage is greater than 3 volts.
TRANSMISSION RANGE SENSOR
DESCRIPTION
The Transmission Range Sensor (TRS) is mounted
to the top of the valve body inside the transaxle and can only be serviced by removing the valve body. The
electrical connector extends through the transaxle
case (Fig. 303).
The Transmission Range Sensor (TRS) has four
switch contacts that monitor shift lever position and
send the information to the PCM/TCM.
Fig. 301 Checking Torque Converter Seating
1 - SCALE
2 - STRAIGHTEDGE
Fig. 302 Transmission Control Relay Location
1 - TRANSMISSION CONTROL RELAY
2 - LEFT FENDER
3 - INTELLIGENT POWER MODULE (IPM)
4 - BATTERY
Fig. 303 Transmission Range Sensor (TRS) Location
1 - TRANSMISSION RANGE SENSOR
21s - 150 40TE AUTOMATIC TRANSAXLERS
TORQUE CONVERTER (Continued)