engine CHRYSLER VOYAGER 2005 Service Manual

NOTE: Depending on engine application, some
accumulators will have two springs and others will
have one spring. The springs are color-coded
according to application and year. When disassem-
bling, mark accumulator spring location to ease
assembly.
(10) Remove underdrive and overdrive accumula-
tors (Fig. 22).
(11) Remove low/reverse accumulator snap ring
(Fig. 23).(12) Remove low/reverse accumulator plug (Fig.
24).
(13) Remove low/reverse accumulator piston using
suitable pliers (Fig. 25). Remove piston and springs
(Fig. 26).
Fig. 22 Underdrive and Overdrive Accumulators
1 - OVERDRIVE PISTON AND SPRING
2 - UNDERDRIVE PISTON AND SPRING
Fig. 23 Remove Low/Reverse Accumulator Snap
Ring
1 - SNAP RING
2 - PLUG
Fig. 24 Remove Low/Reverse Accumulator Plug
1 - ADJUSTABLE PLIERS
2 - PLUG
Fig. 25 Low/Reverse Accumulator Piston
1 - ACCUMULATOR PISTON
21 - 14 40TE AUTOMATIC TRANSAXLERS
40TE AUTOMATIC TRANSAXLE (Continued)

(60) Install low/reverse accumulator plug (Fig.
150).
(61) Install low/reverse accumulator snap ring
(Fig. 151).NOTE: Depending on engine application, some
accumulators will have two springs, and others will
have one spring. The springs are color-coded for
application and year.
(62) Install underdrive and overdrive accumulators
and springs (Fig. 152).
(63) Install valve body to transaxle (Fig. 153).
Rotate manual valve shaft fully clockwise to ease
installation. Make sure park rod rollers are posi-
tioned within park guide bracket.
Fig. 150 Install Low/Reverse Accumulator Plug
1 - ADJUSTABLE PLIERS
2 - PLUG
Fig. 151 Install Low/Reverse Accumulator Snap
Ring
1 - SNAP RING
2 - PLUG
Fig. 152 Underdrive and Overdrive Accumulators
1 - OVERDRIVE PISTON AND SPRING
2 - UNDERDRIVE PISTON AND SPRING
Fig. 153 Valve Body Removal/Installation
1 - VALVE BODY
RS40TE AUTOMATIC TRANSAXLE21-49
40TE AUTOMATIC TRANSAXLE (Continued)

(69) Install and tighten solenoid/pressure switch
assembly-to-transaxle case bolts to 12 N´m (110 in.
lbs.) (Fig. 158).
(70) Install and torque input and output speed
sensors to case to 27 N´m (20 ft. lbs.).
INSTALLATION
NOTE: If transaxle assembly has been replaced or
overhauled (clutch and/or seal replacement), it is
necessary to perfrom the ªQuick-Learnº procedure.
(Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL
MODULES/TRANSMISSION CONTROL MODULE -
STANDARD PROCEDURE)
(1) Using a transmission jack and a helper, posi-
tion transaxle assembly to engine. Install and torque
bellhousing bolts to 95 N´m (70 ft. lbs.).
(2) Install upper mount assembly to transaxle and
torque bolts to 54 N´m (40 ft. lbs.) (Fig. 159).
(3) Raise engine/transaxle assembly into position.
Install and torque upper mount-to-bracket thru-bolt
to 75 N´m (55 ft. lbs.) (Fig. 159).
(4) Remove transmission jack and screw jack.
(5) Secure left wheelhouse splash shield.
(6) Install torque converter-to-drive plate bolts and
torque to 88 N´m (65 ft. lbs.)
(7) Install inspection cover.
(8) Install lateral bending brace.
(9) Install starter motor.(10) Install front mount/bracket assembly.
(11) Align and install rear mount bracket-to-case
bolts by hand (Fig. 160). Torque horizontal bolt to
102 N´m (75 ft. lbs.).
(12) AWD models: Install power transfer unit.
(Refer to 21 - TRANSMISSION/TRANSAXLE/
POWER TRANSFER UNIT - INSTALLATION)
(13) Install left and right halfshaft assemblies.
(Refer to 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).
Fig. 158 Attaching Bolts
1 - BOLTS
2 - SOLENOID AND PRESSURE SWITCH ASSEMBLY
Fig. 159 Left Mount to Bracket and Transaxle
1 - BOLT - BRACKET TO FRAME RAIL 68 N´m (50 ft. lbs.)
2 - BOLT - MOUNT TO RAIL THRU 75 N´m (55 ft. lbs.)
3 - BOLT - LEFT MOUNT TO TRANSAXLE 54 N´m (40 ft. lbs.)
4 - TRANSAXLE
5 - MOUNT - LEFT
6 - BRACKET - LEFT MOUNT
RS40TE AUTOMATIC TRANSAXLE21-51
40TE AUTOMATIC TRANSAXLE (Continued)

FLUID
STANDARD PROCEDURE
FLUID LEVEL AND CONDITION CHECK
NOTE: Only transmission fluid of the type labeled
Mopar ATF+4 (Automatic Transmission Fluid)
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 82É C
(180É F), the fluid level is correct if it is in the HOT
region on the oil level indicator (Fig. 187). The fluid
level should be within the COLD region of the dip-
stick at 27É C (80É 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. 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.
MopartATF+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.
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. 187 Fluid Level Indicator
1 - FLUID LEVEL INDICATOR
21 - 82 40TE AUTOMATIC TRANSAXLERS

(6) Start engine and allow to idle for at least one
minute. Then, with parking and service brakes
applied, move selector lever momentarily to each
position, ending in the park or neutral position.
(7) Check the transaxle fluid level and add an
appropriate amount to bring the transaxle fluid level
to 3mm (1/8 in.) below the lowest mark on the dip-
stick (Fig. 190).
(8) Recheck the fluid level after the transaxle has
reached normal operating temperature (180ÉF.). Refer
to Fluid Level and Condition Check for the proper
fluid fill procedure.
(9) To prevent dirt from entering transaxle, make
certain that dipstick is fully seated into the dipstick
opening.
DIPSTICK TUBE FLUID SUCTION METHOD
(ALTERNATIVE)
(1) When performing the fluid suction method,
make sure the transaxle is at full operating temper-
ature.
(2) To perform the dipstick tube fluid suction
method, use a suitable fluid suction device (VaculaŸ
or equivalent).
(3) Insert the fluid suction line into the dipstick
tube.
NOTE: Verify that the suction line is inserted to the
lowest point of the transaxle oil pan. This will
ensure complete evacuation of the fluid in the pan.
(4) Follow the manufacturers recommended proce-
dure and evacuate the fluid from the transaxle.
(5) Remove the suction line from the dipstick tube.
(6) Pour four quarts of MopartATF+4 (Automatic
Transmission Fluid) through the dipstick opening.(7) Start engine and allow to idle for at least one
minute. Then, with parking and service brakes
applied, move selector lever momentarily to each
position, ending in the park or neutral position.
(8) Check the transaxle fluid level and add an
appropriate amount to bring the transaxle fluid level
to 3mm (1/8 in.) below the lowest mark on the dip-
stick (Fig. 190).
(9) Recheck the fluid level after the transaxle has
reached normal operating temperature (180ÉF.).
(Refer to 21 - TRANSMISSION/TRANSAXLE/AUTO-
MATIC - 41TE/FLUID - STANDARD PROCEDURE)
(10) To prevent dirt from entering transaxle, make
certain that dipstick is fully seated into the dipstick
opening.
GEAR SHIFT CABLE
REMOVAL
(1) Disconnect battery cables.
(2) Remove battery shield.
(3) Remove battery.
(4) Remove speed control servo and position out of
way.
(5) Disconnect gear shift cable at manual valve
lever (Fig. 191).
(6) Disconnect gear shift cable from upper mount
bracket (Fig. 191).
Fig. 190 Fluid Level Indicator
1 - FLUID LEVEL INDICATOR
Fig. 191 Gearshift Cable at Transaxle - Typical
1 - MANUAL VALVE LEVER
2 - GEAR SHIFT CABLE
3 - UPPER MOUNT BRACKET
21 - 84 40TE AUTOMATIC TRANSAXLERS
FLUID (Continued)

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.
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, the ªQuick-Learnº procedure must
be performed. (Refer to 8 - ELECTRICAL/ELEC-
TRONIC 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. 281).
(4) Disconnect input speed sensor connector (Fig.
281).
Fig. 281 Transmission Connectors
1 - SOLENOID PACK CONNECTOR
2 - INPUT SPEED SENSOR CONNECTOR
3 - OUTPUT SPEED SENSOR CONNECTOR
4 - TRANSMISSION RANGE SENSOR CONNECTOR
21 - 118 40TE AUTOMATIC TRANSAXLERS
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.
285), sealed with an o-ring (Fig. 286), 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.
287), 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
Fig. 285 Input Speed Sensor Location
1 - INPUT SPEED SENSOR
Fig. 286 O-Ring Location
1 - INPUT SPEED SENSOR
2 - O-RING
Fig. 287 Sensor Relation to Input Clutch Hub
1 - INPUT SPEED SENSOR
2 - TRANSAXLE CASE
3 - INPUT CLUTCH HUB
21 - 120 40TE AUTOMATIC TRANSAXLERS

TORQUE CONVERTER
DESCRIPTION
The torque converter (Fig. 297) 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. 297 Torque Converter Assembly
1 - TURBINE
2 - IMPELLER
3 - HUB
4-STATOR
5 - CONVERTER CLUTCH DISC
6 - DRIVE PLATE
21 - 124 40TE AUTOMATIC TRANSAXLERS

IMPELLER
The impeller (Fig. 298) 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. 298 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
RS40TE AUTOMATIC TRANSAXLE21 - 125
TORQUE CONVERTER (Continued)

TURBINE
The turbine (Fig. 299) is the output, or driven,
member of the converter. The turbine is mounted
within the housing opposite the impeller, but is not
attached to the housing. The input shaft is inserted
through the center of the impeller and splined into
the turbine. The design of the turbine is similar to
the impeller, except the blades of the turbine are
curved in the opposite direction.
Fig. 299 Turbine
1 - TURBINE VANE
2 - ENGINE ROTATION
3 - INPUT SHAFT4 - PORTION OF TORQUE CONVERTER COVER
5 - ENGINE ROTATION
6 - OIL FLOW WITHIN TURBINE SECTION
21 - 126 40TE AUTOMATIC TRANSAXLERS
TORQUE CONVERTER (Continued)