engine CHRYSLER VOYAGER 2005 Service Manual

OPERATION
The converter impeller (Fig. 303) (driving member),
which is integral to the converter housing and bolted
to the engine drive plate, rotates at engine speed.
The converter turbine (driven member), which reacts
from fluid pressure generated by the impeller, rotates
and turns the transmission input shaft.
TURBINE
As the fluid that was put into motion by the impeller
blades strikes the blades of the turbine, some of the
energy and rotational force is transferred into the tur-
bine and the input shaft. This causes both of them (tur-
bine and input shaft) to rotate in a clockwise direction
following the impeller. As the fluid is leaving the trail-
ing edges of the turbine's blades it continues in a ªhin-
deringº direction back toward the impeller. If the fluid
is not redirected before it strikes the impeller, it will
strike the impeller in such a direction that it would
tend to slow it down.
STATOR
Torque multiplication is achieved by locking the sta-
tor's over-running clutch to its shaft (Fig. 304). Under
stall conditions (the turbine is stationary), the oil leaving
the turbine blades strikes the face of the stator blades
and tries to rotate them in a counterclockwise direction.
When this happens the over±running clutch of the stator
locks and holds the stator from rotating. With the stator
locked, the oil strikes the stator blades and is redirected
into a ªhelpingº direction before it enters the impeller.This circulation of oil from impeller to turbine, turbine to
stator, and stator to impeller, can produce a maximum
torque multiplication of about 2.4:1. As the turbine
begins to match the speed of the impeller, the fluid that
was hitting the stator in such as way as to cause it to
lock±up is no longer doing so. In this condition of opera-
tion, the stator begins to free wheel and the converter
acts as a fluid coupling.
Fig. 303 Torque Converter Fluid Operation
1 - APPLY PRESSURE 3 - RELEASE PRESSURE
2 - THE PISTON MOVES SLIGHTLY FORWARD 4 - THE PISTON MOVES SLIGHTLY REARWARD
Fig. 304 Stator Operation
1 - DIRECTION STATOR WILL FREE WHEEL DUE TO OIL
PUSHING ON BACKSIDE OF VANES
2 - FRONT OF ENGINE
3 - INCREASED ANGLE AS OIL STRIKES VANES
4 - DIRECTION STATOR IS LOCKED UP DUE TO OIL PUSHING
AGAINST STATOR VANES
21 - 128 40TE AUTOMATIC TRANSAXLERS
TORQUE CONVERTER (Continued)

TORQUE CONVERTER CLUTCH (TCC)
In a standard torque converter, the impeller and
turbine are rotating at about the same speed and the
stator is freewheeling, providing no torque multipli-
cation. By applying the turbine's piston to the front
cover's friction material, a total converter engage-
ment can be obtained. The result of this engagement
is a direct 1:1 mechanical link between the engine
and the transmission.
The engagement and disengagement of the TCC
are automatic and controlled by the Powertrain Con-
trol Module (PCM). The engagement cannot be acti-
vated in the lower gears because it eliminates the
torque multiplication effect of the torque converter
necessary for acceleration. Inputs that determine
clutch engagement are: coolant temperature, vehicle
speed and throttle position. The torque converter
clutch is engaged by the clutch solenoid on the valve
body. The clutch will engage at approximately 56
km/h (35 mph) with light throttle, after the shift to
third gear.
REMOVAL
(1) Remove transmission and torque converter
from vehicle. (Refer to 21 - TRANSMISSION/TRANS-
AXLE/AUTOMATIC - 41TE - REMOVAL)
(2) Place a suitable drain pan under the converter
housing end of the transmission.
CAUTION: Verify that transmission is secure on the
lifting device or work surface, the center of gravity
of the transmission will shift when the torque con-
verter is removed creating an unstable condition.
The torque converter is a heavy unit. Use caution
when separating the torque converter from the
transmission.
(3) Pull the torque converter forward until the cen-
ter hub clears the oil pump seal.
(4) Separate the torque converter from the trans-
mission.
INSTALLATION
Check converter hub and drive notches for sharp
edges, burrs, scratches, or nicks. Polish the hub and
notches with 320/400 grit paper or crocus cloth if nec-
essary. The hub must be smooth to avoid damaging
the pump seal at installation.
(1) Lubricate converter hub and oil pump seal lip
with transmission fluid.(2) Place torque converter in position on transmis-
sion.
CAUTION: Do not damage oil pump seal or bushing
while inserting torque converter into the front of the
transmission.
(3) Align torque converter to oil pump seal open-
ing.
(4) Insert torque converter hub into oil pump.
(5) While pushing torque converter inward, rotate
converter until converter is fully seated in the oil
pump gears.
(6) Check converter seating with a scale and
straightedge (Fig. 305). Surface of converter lugs
should be 1/2 in. to rear of straightedge when con-
verter is fully seated.
(7) If necessary, temporarily secure converter with
C-clamp attached to the converter housing.
(8) Install the transmission in the vehicle. (Refer
to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC
- 41TE - INSTALLATION)
(9) Fill the transmission with the recommended
fluid. (Refer to 21 - TRANSMISSION/TRANSAXLE/
AUTOMATIC - 41TE/FLUID - STANDARD PROCE-
DURE)
Fig. 305 Checking Torque Converter Seating
1 - SCALE
2 - STRAIGHTEDGE
RS40TE AUTOMATIC TRANSAXLE21 - 129
TORQUE CONVERTER (Continued)

TRANSMISSION CONTROL
RELAY
DESCRIPTION
The transmission control relay (Fig. 306) 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 relay is supplied fused B+ voltage, energized by
the PCM/TCM, and is used to supply power to the sole-
noid pack when the transmission 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 controller reset (ignition key turned to the
ªrunº position or after cranking engine), the PCM/TCM
energizes the relay. Prior to this, the PCM/TCM verifies
that the contacts are open by checking for no voltage at
the switched battery terminals. After this is verified,
the voltage at the solenoid pack pressure switches is
checked. After the relay is energized, the PCM/TCM
monitors the terminals 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 andcan only be serviced by removing the valve body. The
electrical connector extends through the transaxle
case (Fig. 307).
The Transmission Range Sensor (TRS) has four
switch contacts that monitor shift lever position and
send the information to the PCM/TCM.
The TRS also has an integrated temperature sen-
sor (thermistor) that communicates transaxle tem-
perature to the TCM and PCM (Fig. 308).
Fig. 306 Transmission Control Relay Location
1 - TRANSMISSION CONTROL RELAY
2 - LEFT FENDER
3 - INTELLIGENT POWER MODULE (IPM)
4 - BATTERY
Fig. 307 Transmission Range Sensor (TRS)
Location
1 - TRANSMISSION RANGE SENSOR
Fig. 308 Transmission Temperature Sensor
1 - TRANSMISSION RANGE SENSOR
2 - TEMPERATURE SENSOR
21 - 130 40TE AUTOMATIC TRANSAXLERS

OPERATION
The Transmission Range Sensor (TRS) (Fig. 307)
communicates shift lever position (SLP) to the PCM/
TCM as a combination of open and closed switches.
Each shift lever position has an assigned combina-
tion of switch states (open/closed) that the PCM/TCM
receives from four sense circuits. The PCM/TCM
interprets this information and determines the
appropriate transaxle gear position and shift sched-
ule.
Since there are four switches, there are 16 possible
combinations of open and closed switches (codes).
Seven of these codes are related to gear position and
three are recognized as ªbetween gearº codes. This
results in six codes which should never occur. These
are called ªinvalidº codes. An invalid code will result
in a DTC, and the PCM/TCM will then determine the
shift lever position based on pressure switch data.
This allows reasonably normal transmission opera-
tion with a TRS failure.
TRS SWITCH STATES
SLP T42 T41 T3 T1
PCL CL CL OP
RCL OP OP OP
NCL CL OP CL
ODOP OP OP CL
3OP OP CL OP
LCL OP CL CL
TRANSMISSION TEMPERATURE SENSOR
The TRS has an integrated thermistor (Fig. 308)
that the PCM/TCM uses to monitor the transmis-
sion's sump temperature. Since fluid temperature
can affect transmission shift quality and convertor
lock up, the PCM/TCM requires this information to
determine which shift schedule to operate in. The
PCM also monitors this temperature data so it can
energize the vehicle cooling fan(s) when a transmis-
sion ªoverheatº condition exists. If the thermistor cir-
cuit fails, the PCM/TCM will revert to calculated oil
temperature usage.
CALCULATED TEMPERATURE
A failure in the temperature sensor or circuit will
result in calculated temperature being substituted for
actual temperature. Calculated temperature is a pre-dicted fluid temperature which is calculated from a
combination of inputs:
²Battery (ambient) temperature
²Engine coolant temperature
²In-gear run time since start-up
REMOVAL
(1) Remove valve body assembly from transaxle.
(Refer to 21 - TRANSMISSION/TRANSAXLE/AUTO-
MATIC - 41TE/VALVE BODY - REMOVAL)
(2) Remove transmission range sensor retaining
screw and remove sensor from valve body (Fig. 309).
(3) Remove TRS from manual shaft.
INSTALLATION
(1) Install transmission range sensor (TRS) to the
valve body and torque retaining screw (Fig. 309) to 5
N´m (45 in. lbs.).
(2) Install valve body to transaxle. (Refer to 21 -
TRANSMISSION/TRANSAXLE/AUTOMATIC -
41TE/VALVE BODY - INSTALLATION)
Fig. 309 Remove Transmission Range Sensor
1 - TRANSMISSION RANGE SENSOR
2 - MANUAL VALVE CONTROL PIN
3 - RETAINING SCREW
RS40TE AUTOMATIC TRANSAXLE21 - 131
TRANSMISSION RANGE SENSOR (Continued)

TRANSAXLE IDENTIFICATION
The 41TE transaxle is identified by a barcode label
that is fixed to the transaxle case as shown in (Fig.
2).
The label contains a series of digits that can be
translated into useful information such as transaxle
part number, date of manufacture, manufacturing
origin, plant shift number, build sequence number,
etc. Refer to (Fig. 3) for identification label break-
down.
If the tag is not legible or missing, the ªPKº num-
ber, which is stamped into the transaxle case behind
the transfer gear cover, can be referred to for identi-
fication. This number differs slightly in that it con-
tains the entire transaxle part number, rather than
the last three digits.
OPERATION
Transmission output is directed to an integral dif-
ferential by a transfer gear system in the following
input-to-output ratios:
First...............................2.84 : 1
Second.............................1.57 : 1
Third..............................1.00 : 1
Overdrive...........................0.69 : 1
Reverse............................2.21 : 1
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - 4XTE TRANSAXLE
GENERAL DIAGNOSIS
NOTE: Before attempting any repair on a 4XTE four-
speed automatic transaxle, check for diagnostic trou-
ble codes (DTC's) using the DRB scan tool. Refer to
the Transmission Diagnostic Procedures Manual.
Transaxle malfunctions may be caused by these
general conditions:
²Poor engine performance
²Improper adjustments
²Hydraulic malfunctions
²Mechanical malfunctions
²Electronic malfunctions
Diagnosis of these problems should always begin
by checking the easily accessible variables: fluid level
and condition, gearshift cable adjustment. Then per-
form a road test to determine if the problem has been
corrected or that more diagnosis is necessary. If the
problem persists after the preliminary tests and cor-
rections are completed, hydraulic pressure checks
should be performed.
Fig. 2 Transaxle Identification Label
1 - IDENTIFICATION LABEL
Fig. 3 Identification Label Breakdown
1 - T=TRACEABILITY
2 - SUPPLIER CODE (PK=KOKOMO)
3 - COMPONENT CODE (TK=KOKOMO TRANSMISSION)
4 - BUILD DAY (344=DEC. 9)
5 - BUILD YEAR (9=1999)
6 - LINE/SHIFT CODE (3=3RD SHIFT)
7 - BUILD SEQUENCE NUMBER
8 - LAST THREE OF P/N
9 - ALPHA
10 - TRANSAXLE PART NUMBER
11 - P=PART NUMBER
RS41TE AUTOMATIC TRANSAXLE21 - 149
41TE AUTOMATIC TRANSAXLE (Continued)

DIAGNOSIS AND TESTING - ROAD TEST
Prior to performing a road test, verify that the
fluid level, fluid condition, and linkage adjustment
have been approved.
During the road test, the transaxle should be oper-
ated in each position to check for slipping and any
variation in shifting.
If the vehicle operates properly at highway speeds,
but has poor acceleration, the converter stator over-
running clutch may be slipping. If acceleration is nor-
mal, but high throttle opening is needed to maintain
highway speeds, the converter stator clutch mayhave seized. Both of these stator defects require
replacement of the torque converter and thorough
transaxle cleaning.
Slipping clutches can be isolated by comparing the
ªElements in Useº chart with clutch operation
encountered on a road test. This chart identifies
which clutches are applied at each position of the
selector lever.
A slipping clutch may also set a DTC and can be
determined by operating the transaxle in all selector
positions.
ELEMENTS IN USE AT EACH POSITION OF SELECTOR LEVER
Shift Lever
PositionINPUT CLUTCHES HOLDING CLUTCHES
Underdrive Overdrive Reverse 2/4 Low/Reverse
P - PARKX
R - REVERSE X X
N - NEUTRALX
OD -
OVERDRIVE
First XX
Second X X
Direct X X
Overdrive X X
D - DRIVE*
First XX
Second X X
Direct X X
L - LOW*
First XX
Second X X
Direct X X
* Vehicle upshift and downshift speeds are increased when in these selector positions.
The process of elimination can be used to detect
any unit which slips and to confirm proper operation
of good units. Road test analysis can diagnose slip-
ping units, but the cause of the malfunction cannot
be determined. Practically any condition can be
caused by leaking hydraulic circuits or sticking
valves.
DIAGNOSIS AND TESTING - HYDRAULIC
PRESSURE TESTS
Pressure testing is a very important step in the
diagnostic procedure. These tests usually reveal the
cause of most hydraulic transaxle problems.Before performing pressure tests, be certain that
fluid level and condition, and shift cable adjustments
have been checked and approved. Fluid must be at
operating temperature (150 to 200 degrees F.).
Install an engine tachometer, raise vehicle on hoist
which allows front wheels to turn, and position
tachometer so it can be read.
21 - 150 41TE AUTOMATIC TRANSAXLERS
41TE AUTOMATIC TRANSAXLE (Continued)

(2) Move selector lever to the (R) position.
(3) Read reverse clutch pressure with output sta-
tionary (foot on brake) and throttle opened to achieve
1500 rpm.
(4) Reverse and LR clutch pressure should read
165 to 235 psi.
(5) This test checks the reverse clutch hydraulic
circuit.
TEST RESULT INDICATIONS
(1) If proper line pressure is found in any one test,
the pump and pressure regulator are working prop-
erly.(2) Low pressure in all positions indicates a defec-
tive pump, a clogged filter, or a stuck pressure regu-
lator valve.
(3) Clutch circuit leaks are indicated if pressures
do not fall within the specified pressure range.
(4) If the overdrive clutch pressure is greater than
5 psi in Step 4 of Test Three, a worn reaction shaft
seal ring or a defective solenoid assembly is indi-
cated.
(5) If the underdrive clutch pressure is greater
than 5 psi in Step 4 of Test Two A, a defective sole-
noid assembly or PCM/TCM is the cause.
PRESSURE CHECK SPECIFICATIONS
Pressure Taps
Gear Selector
PositionActual GearUnderdrive
ClutchOverdrive
ClutchReverse
ClutchTorque
Converter
Clutch
Off2/4
ClutchLow/
Reverse
Clutch
Park *
PARK 0-2 0-5 0-2 60-110 0-2 115-145
0 mph
REVERSE *
REVERSE 0-2 0-7 165-235 50-100 0-2 165-235
0 mph
NEUTRAL *
NEUTRAL 0-2 0-5 0-2 60-110 0-2 115-145
0 mph
L#
FIRST 110-145 0-5 0-2 60-110 0-2 115-145
20 mph
3#
SECOND 110-145 0-5 0-2 60-110 115-145 0-2
30 mph
3#
DIRECT 75-95 75-95 0-2 60-90 0-2 0-2
45 mph
OD #
OVERDRIVE 0-2 75-95 0-2 60-90 75-95 0-2
30 mph
OD #
OVERDRIVE
WITH TCC0-2 75-95 0-2 0-5 75-95 0-2
50 mph
* Engine speed at 1500 rpm
# CAUTION: Both front wheels must be turning at the same speed.
21 - 152 41TE AUTOMATIC TRANSAXLERS
41TE AUTOMATIC TRANSAXLE (Continued)

DIAGNOSIS AND TESTING - TORQUE
CONVERTER HOUSING FLUID LEAKAGE
When diagnosing converter housing fluid leaks,
three actions must be taken before repair:
(1) Verify proper transmission fluid level.
(2) Verify that the leak originates from the con-
verter housing area and is transmission fluid.
(3) Determine the true source of the leak.
Fluid leakage at or around the torque converter area
may originate from an engine oil leak (Fig. 7). The area
should be examined closely. Factory fill fluid is red and,
therefore, can be distinguished from engine oil.
Some suspected converter housing fluid leaks may not
be leaks at all. They may only be the result of residual
fluid in the converter housing, or excess fluid spilled
during factory fill, or fill after repair. Converter housing
leaks have several potential sources. Through careful
observation, a leak source can be identified before
removing the transmission for repair.
Pump seal leaks tend to move along the drive hub
and onto the rear of the converter (Fig. 7). Pump o-ring
or pump body leaks follow the same path as a seal leak.
Pump attaching bolt leaks are generally deposited on
the inside of the converter housing and not on the con-
verter itself. Pump seal or gasket leaks usually travel
down the inside of the converter housing (Fig. 7).
TORQUE CONVERTER LEAKAGE
Possible sources of torque converter leakage are:
²Torque converter weld leaks at the outside diam-
eter weld (Fig. 8).
²Torque converter hub weld (Fig. 8).
REMOVAL
NOTE: If transaxle assembly is being replaced or
overhauled (clutch and/or seal replacement), it is
necessary to perform the ªQuick-Learnº Procedure.
(Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL
MODULES/TRANSMISSION CONTROL MODULE -
STANDARD PROCEDURE)
(1) Disconnect battery cables.
(2) Remove battery shield (Fig. 9).
Fig. 7 Converter Housing Leak Paths
1 - PUMP SEAL
2 - PUMP VENT
3 - PUMP BOLT
4 - PUMP GASKET
5 - CONVERTER HOUSING
6 - CONVERTER
7 - REAR MAIN SEAL LEAK
Fig. 8 Converter Leak Points - Typical
1 - OUTSIDE DIAMETER WELD
2 - TORQUE CONVERTER HUB WELD
3 - STARTER RING GEAR
4 - LUG
Fig. 9 Battery Thermal Guard
1 - BATTERY THERMOWRAP (IF EQUIPPED)
2 - INTEGRATED POWER MODULE
3 - FRONT CONTROL MODULE
21 - 154 41TE AUTOMATIC TRANSAXLERS
41TE AUTOMATIC TRANSAXLE (Continued)

(11) Reposition leak detection pump harness and
hoses.
(12) Remove rear mount bracket-to-transaxle case
bolts (Fig. 13).
(13) Remove transaxle upper bellhousing-to-block
bolts.
(14) Raise vehicle on hoist.
(15) Remove transaxle oil pan and drain fluid into
suitable container.
(16) Remove front wheel/tire assemblies.
(17) Remove left and right halfshaft assemblies.
(Refer to 3 - DIFFERENTIAL & DRIVELINE/HALF
SHAFT - REMOVAL)
(18) AWD models: Remove power transfer unit.
(Refer to 21 - TRANSMISSION/TRANSAXLE/
POWER TRANSFER UNIT - REMOVAL)
(19) Remove rear mount bracket-to-transaxle case
lower (horizontal) bolt (Fig. 13).
(20) Remove front mount/bracket assembly.
(21) Remove starter motor.
(22) Remove lateral bending brace.
(23) Remove inspection cover.
(24) Remove torque converter-to-drive plate bolts.
(25) Support engine/transaxle assembly at engine
oil pan with screw jack and wood block.
(26) Partially remove left wheelhouse splash shield
to gain access to and remove upper mount thru-bolt
(Fig. 14).(27) Lower engine/transaxle assembly with screw
jack.
Fig. 13 Rear Mount Bracket - Typical
1 - BOLT - VERTICAL
2 - BRACKET - REAR MOUNT3 - BOLT - HORIZONTAL
Fig. 14 Left Mount-to-Bracket
1 - BOLT - BRACKET TO FRAME RAIL
2 - BOLT - MOUNT TO RAIL THROUGH
3 - BOLT - LEFT MOUNT TO TRANSAXLE
4 - TRANSAXLE
5 - MOUNT - LEFT
6 - BRACKET - LEFT MOUNT
21 - 156 41TE AUTOMATIC TRANSAXLERS
41TE AUTOMATIC TRANSAXLE (Continued)

(28) Obtain helper and/or transmission jack.
Secure transmission jack to transaxle assembly.
(29) Remove upper mount bracket from transaxle
(Fig. 14).
(30) Remove remaining transaxle bellhousing-to-
engine bolts.
(31) Remove transaxle assembly from vehicle.
DISASSEMBLY
NOTE: If transaxle is being overhauled (clutch
and/or seal replacement) or replaced, it is neces-
sary to perform the PCM/TCM Quick Learn Proce-
dure. (Refer to 8 - ELECTRICAL/ELECTRONIC
CONTROL MODULES/POWERTRAIN/TRANSMIS-
SION CONTROL MODULE - STANDARD PROCE-
DURE)
NOTE: This procedure does not include final drive
(differential) disassembly.
(1) Remove input and output speed sensors.
(2) Remove three (3) solenoid/pressure switch
assembly-to-case bolts.
(3) Remove solenoid/pressure switch assembly and
gasket (Fig. 15).(4) Remove oil pan-to-case bolts (Fig. 16).
(5) Remove oil pan (Fig. 17).
Fig. 15 Solenoid/Pressure Switch Assembly and
Gasket
1 - SOLENOID/PRESSURE SWITCH ASSEMBLY
2 - GASKET
Fig. 16 Remove Oil Pan Bolts
1 - OIL PAN BOLTS (USE RTV UNDER BOLT HEADS)
Fig. 17 Remove Oil Pan
1 - OIL PAN
2 - 1/8 INCH BEAD OF MOPARTATF RTV (MS-GF41)
3 - OIL FILTER
RS41TE AUTOMATIC TRANSAXLE21 - 157
41TE AUTOMATIC TRANSAXLE (Continued)