1993 CHEVROLET DYNASTY engine

41TE ON-BOARD DIAGNOSTICS INDEX
page page
CCD Bus .............................. 145
Diagnostic Trouble Code Charts ............ 146
Diagnostic Trouble Codes ................. 145
DRB II Scan Tool ....................... 146 General Information
...................... 145
Limp-In Mode .......................... 145
On-Board Diagnostics Information ........... 145
GENERAL INFORMATION
The information in this manual is designed to help
the technician understand and repair the transaxle
with the aid of the built in on-board diagnostics. Chrysler Corporation has developed a com-
plete set of diagnostic manuals which cover the
diagnosis of the 41TE transaxle. They have been
designed to make transaxle diagnosis accurate
and simple. Use these manuals with the DRB II
scan tool and the latest cartridge, when diagnos-
ing transaxle problems.
ON-BOARD DIAGNOSTICS INFORMATION
The 41TE transaxle is controlled and monitored by
the transmission control module. The transmission
control module monitors critical input and output
circuits within the transaxle. Some circuits are tested continuously; others are
checked only under certain conditions. Each circuit
monitored by the transmission control module has a
corresponding fault message assigned to it that can be
read with the DRB II scan tool. If the on-board diagnostic system senses that one of
the circuits is malfunctioning, the corresponding code
is stored in memory. If the malfunction goes away after
the code is stored, the transmission control module will
erase the code after 75 key cycles.
CCD BUS
In order to diagnose the 41TE transaxle, diagnostic
trouble codes in the transmission control module's
memory should be read. Use the Diagnostic Readout
Box (DRB II) scan tool to read codes. If more than one
diagnostic trouble code exists, diagnostic priority
should be given to the most recent code. With CCD bus
bias and communication problems, the DRB II scan
tool displays an appropriate message. Diagnostic
trouble codes might not be accessible until the bus
problem is fixed. The following is a list of probable
causes for a bus problem:
² Open or short to ground/battery in either or both
CCD bus wires (pins 4 and 43).
² Open or short to ground/battery in either or both
41TE transaxle's bias wires (pin 5 and 44) on vehicles
requiring the transaxle to bias the bus.
² Open or short to ground/battery in the diagnostic
connector bus wire. ²
Internal failure of any module connected to the bus.
The CCD bus should have 2.5 volts (+2.5 volts on
CCD+ and -2.5 volts on CCD-). The bus error message displayed by the DRB II scan
tool should be helpful in diagnosing the CCD bus. For more information on diagnosing CCD bus prob-
lems, refer to the 1993 Diagnostic Procedures Manual
(non-communication with the CCD bus). All other
problems refer to the 1993 Body Vehicle Communica-
tions Diagnostic Procedures Manual.
DIAGNOSTIC TROUBLE CODES
Diagnostic Trouble Codes are two-digit numbers that
identify which circuit is malfunctioning. A code can be
set for hydraulic and mechanical reasons as well as for
electrical problems. In most cases, codes do not pin-
point which specific component is defective. Diagnostic trouble codes can only be read with
the use of the DRB II scan tool or equivalent.
HARD FAULTS
Any Diagnostic trouble code that comes back within
3 engine starts (reset count 3 or less) is a ``Hard Fault''.
This means that the defect is there every time the
transmission control module checks that circuit.
SOFT FAULTS
A ``Soft Fault'' is one that occurs intermittently. It is
not there every time the transmission control module
checks the circuit. Most soft faults are caused by wiring
or connector problems. Intermittent defects must be
looked for under the specific conditions that caused
them.
LIMP-IN MODE
The transmission control module continuously
checks for electrical and internal transaxle problems.
When a problem is sensed, the transmission control
module stores a diagnostic trouble code. All but twelve
of these codes cause the transaxle to go into the
``Limp-in mode''. While in this mode, electrical power is
taken away from the transaxle. When this happens,
the only transaxle ranges that will function are:
Ä TRANSAXLE 21 - 145

² Park
² Neutral
² Reverse
² Second Gear
No upshifts or downshifts are allowed while in the
Limp-in mode. The position of the manual valve
alone allows the three ranges that are available. Although engine performance will be reduced while
in this mode, the vehicle can be driven in for service.
DRB II SCAN TOOL
The DRB II scan tool is a diagnostic read-out box
designed by Chrysler to gain access to the on-board
diagnostics. These on-board diagnostics are found on
all Chrysler-built cars and trucks. The DRB II scan tool has a few diagnostic capabil-
ities by itself. To perform most diagnostic tests, a
program cartridge must be inserted. It contains the
diagnostic test programs. There are scan tools available from other manufac-
tures that can be used on Chrysler vehicles. How-
ever, the diagnostic test procedures in this manual
have been designed for use with the Chrysler's DRB
II scan tool. The DRB II scan tool operates by communicating
with the module of the vehicle system being tested.
To communicate with the transmission control mod-
ule, the DRB II scan tool must be connected to the blue CCD bus connector located under the instru-
ment panel. Refer to the ``Using the DRB II Scan
Tool'' manual or the Diagnostic Procedures Manual
for information on how to use the DRB II scan tool.
DIAGNOSTIC TROUBLE CODE CHARTS
Below is a brief description of what each section of
the diagnostic trouble code charts are addressing.
² DIAGNOSTIC TROUBLE CODE- Tells the code
number and name (as shown on the DRB II scan
tool).
² BACKGROUND- A brief description of the circuit
that the transmission control module is monitoring.
² WHEN CHECKED- The point of time or condition
when the transmission control module makes it's sys-
tem check.
² ARMING CONDITIONS- The parameters that
must be met before a code can be set.
² FAULT CONDITION- What the transmission con-
trol module saw that is determined to be a problem.
(ie. voltage to high or low, switch/solenoid problems)
² FAULT SET TIME- Refers to the amount of time
(in seconds) a failure must occur before a diagnostic
trouble code is set in memory.
² EFFECT- Refers to how the fault effects transaxle
operations.
² POSSIBLE CAUSE- Refers to the systems or cir-
cuits which could cause the fault to be recorded.
21 - 146 TRANSAXLE Ä

PRESSURE GAUGES
High quality dial type air pressure gauges are rec-
ommended. After checking pressure with the gauge,
replace valve caps and tighten finger tight.
TIRE INFLATION PRESSURES
Under inflation (Fig. 1) causes rapid shoulder wear
and tire flexing and can result in tire failure.
Over inflation (Fig. 2) cause rapid center wear and
loss of the tire's ability to cushion shocks.
Improper inflation can cause:
² Uneven wear patterns
² Reduced tread life
² Reduced fuel economy
² Unsatisfactory ride
² The vehicle to drift.
Proper tire pressure can be found on the placard
attached to the vehicle, See Owner's Manual. This pressure has been selected to provide safe ve-
hicle operation, proper vehicle stability, and a
smooth ride. Tire pressure should be checked cold
once per month and more frequently when the weather temperature varies widely. Tire pressure will
decreases when the outdoor temperature drops.
Inflation pressures specified on the placards are
always cold inflation pressure. Cold inflation pres-
sure is obtained after the vehicle has not been
operated for at least 3 hours or driven less than
one mile after being inoperative for 3 hours. Tire
inflation pressures may increase from 2 to 6 pounds
per square inch (psi) during operation. Do NOT reduce
this normal pressure build-up. Cold inflation pressures must not exceed 240 kPa (35
psi) for P-Series standard load tires.
TIRE PRESSURES FOR HIGH-SPEED OPERA- TION
Chrysler Corporation advocates driving at safe
speeds within posted speed limits. Where speed limits
or conditions are such that the vehicle can be driven at
high speeds, correct tire inflation pressure is very
important. For speeds up to and including 120 km/h
(75 mph), tires must be inflated to the pressure shown
on the tire placard. For speeds in excess of 120 km/h
(75 mph), tires must be inflated to the maximum
pressure specified on the tire sidewall. Vehicles loaded to the maximum capacity should not
be driven at continuous speeds above 120 km/h (75
mph).
WARNING: OVERINFLATED OR UNDER INFLATED
TIRES CAN AFFECT VEHICLE HANDLING. SUDDEN
TIRE FAILURE CAN RESULT, CAUSING LOSS OF
VEHICLE CONTROL.
For police or emergency vehicles that must be driven
at continuous speeds over 144 km/h (90 mph), special
high-speed tires must be used. Consult tire manufac-
turer for tire and inflation pressure recommendations.
REPLACEMENT TIRES
The original equipment tires on the vehicle have
been engineered to provide a proper balance of many
characteristics such as:
² ride
² noise
² handling
² durability
² tread life
² traction
² rolling resistance
² speed capability
Failure to use equipment replacement tires may
adversely affect the safety and handling of the vehicle. The use of oversize tires not listed in the specification
charts may cause interference with vehicle com-
Fig. 1 Under inflation Wear
Fig. 2 Over inflation Wear
22 - 2 WHEELSÐTIRES Ä

gage compartment. If light is visible through a nor-
mally sealed location, water could enter through the
opening.
PRESSURIZED LEAK TEST METHOD
When a water leak into the passenger compartment
can not be detected by water testing, pressurize the
passenger compartment and soap test exterior of the
vehicle. To pressurize the passenger compartment,
close all doors and windows, start engine, and set
heater control to high blower in HEAT position. If
engine can not be started, connect a charger to the
battery to assure adequate voltage to the blower. With
interior pressurized, apply dish detergent solution to
suspected leak area on the exterior of the vehicle.
Apply detergent solution with spray device or soft
bristle brush. If soap bubbles occur at a body seam,
joint, seal or gasket the leak entry point could be at
that location.
WIND NOISE
Wind noise is the result of most air leaks. Air leaks
can be caused by poor sealing, improper body compo-
nent alignment, body seam porosity, or missing plugs
in the engine compartment or door hinge pillar areas.
All body sealing points should be air tight in normal
driving conditions. Moving sealing surfaces will not
always seal air tight under all conditions. At times,
side glass, door, or convertible top seals will allow wind
noise to be noticed in the passenger compartment
during high cross-winds. Over compensating on door,
glass, or top adjustments to stop wind noise that occurs
under severe conditions, can cause premature seal
wear and excessive closing or latching effort. After a repair procedure has been performed, test vehicle to
verify leak has stopped before returning vehicle to use. Wind noise can also be caused by improperly fitted
exterior mouldings or body ornamentation. Loose
mouldings can flutter, creating a buzzing or chattering
noise. An open cavity or protruding edge can create
whistling or howling noise. Inspect the exterior of the
vehicle to verify that these conditions do not exist.
VISUAL INSPECTION BEFORE TESTS
Verify that floor and body plugs are in place, body
drains are clear and body components are aligned and
sealed. If component alignment or sealing is necessary,
refer to the appropriate section of this group for proper
procedures.
ROAD TESTING WIND NOISE
(1) Drive the vehicle to verify the general location of
the wind noise. (2) Apply 50 mm (2 in.) masking tape in 150 mm (6
in.) lengths along weatherstrips, weld seams or moul-
dings. After each length is applied drive vehicle. If
noise goes away after a piece of tape is applied, remove
tape, locate and repair defect.
POSSIBLE CAUSE OF WIND NOISE
² Mouldings standing away from body surface can
catch wind and whistle.
² Gaps in sealed areas behind overhanging body
flanges can cause wind rushing sounds.
² Misaligned movable components.
² Missing or improperly installed plugs in pillars.
² Weld burn through holes.
Ä BODY 23 - 3

PAINT
INTRODUCTION
A paint code is provided on the body code plate
located in the engine compartment. Refer to the Intro-
duction section at the front of this manual for body code
plate description. The color names provided in the
Paint and Trim Code Description chart are the color
names used on most repair product containers. The
color names in the new vehicle ordering guides vary
depending on car line but use the same color code.
BASE COAT/CLEAR COAT FINISH
On most vehicles a two part paint application (base
coat/clear coat) is used. Color paint that is applied to
primer is called base coat. The clear coat protects the
base coat from ultra violet light and provides a durable
high gloss finish.
WET SANDING,BUFFING AND POLISHING
Minor acid etching, orange peel or smudging in clear
coat can be reduced with light wet sanding, hand
buffing and polishing. If the finish has been wet sanded
in the past, it can not be repeated. Wet sanding
operation should be performed by a trained automotive
painter.
CAUTION: Do not remove clear coat finish, if
equipped. Base coat paint must retain clear coat to
shine.
PAINTED SURFACE TOUCH-UP
When a painted metal surface has been scratched or
chipped, it should be touched-up as soon as possible to avoid corrosion. For best results, use Mopar
tScratch
Filler/Primer, Touch-Up Paints and Clear Top Coat.
Refer to Introduction group of this manual for Body
Code Plate information.
TOUCH-UP PROCEDURE
(1) Scrape loose paint and corrosion from inside
scratch or chip. (2) Clean affected area with Mopar tTar/Road Oil
Remover and allow to dry. (3) Fill the inside of the scratch or chip with a coat of
filler/primer. Do not overlap primer onto good surface
finish. The applicator brush should be wet enough to
puddle fill the defect without running. Do not stroke
brush applicator on body surface. Allow the filler/
primer to dry hard. (4) Cover the filler/primer with color touch-up paint.
Do not overlap touch-up color onto the original color
coat around the scratch or chip. Butt the new color to
the original color if possible. Do not stroke applicator
brush on body surface. Allow touch-up paint to dry
hard. (5) On vehicles without clear coat, the touch-up color
can be lightly (600 grit) wet sanded and polished with
rubbing compound. (6) On vehicles with clear coat, Apply clear top coat
to touch-up paint with the same technique as described
in step 4. Allow clear top coat to dry hard. If desired,
step 5 can be performed on clear top coat.
23 - 4 BODY Ä

(2) Remove push-in fasteners holding hood latch
cover to radiator closure panel and separate cover
from vehicle. (3) Disconnect hood release cable casing and cable
end from hood latch assembly. Refer to Hood Latch
Removal procedure in this section. (4) Remove hood latch release cable handle attach-
ing bolts from under left lower edge of instrument
panel. (5) Disengage release cable rubber grommet from
engine compartment dash panel behind instrument
panel. (6) Rout cable assembly through engine compart-
ment around battery, under fender lip, under relay
bank, and under wiring harnesses, toward dash
panel. Push cable through access hole in dash panel
under the brake master cylinder, into passenger com-
partment.
HOOD LATCH RELEASE CABLE INSTALLATION
Reverse the preceding operation.
COWL COVER
REMOVAL (FIG. 6)
(1) Raise hood to full up position.
(2) Disconnect windshield washer hoses from wiper
arms. (3) Remove windshield wiper arm assemblies. Re-
fer to Group 8K, Windshield Wiper and Washer Sys-
tems. (4) Remove plastic expanding type fasteners hold-
ing cowl cover to cowl, below windshield. (5) Lift back of cowl cover and slide cover rearward
from under dash panel to hood seal and separate
cover from vehicle.
INSTALLATION
Reverse the preceding operation.
FRONT END SPLASH SHIELDS
FRONT WHEELHOUSE SPLASH SHIELD REMOVAL (FIG. 7)
(1) Hoist vehicle and support on suitable safety
stands. (2) Remove front wheel assembly.
(3) Remove push-in fasteners holding front wheel-
house splash shield to fender opening lip and inner
wheelhouse area. (4) Separate wheelhouse splash shield from vehi-
cle.
FRONT WHEELHOUSE SPLASH SHIELD INSTALLATION
Reverse the preceding operation.
TRANSAXLE SPLASH SHIELD REMOVAL (FIG.7)
(1) Remove one front wheelhouse splash shield
push-in fastener and separate wheelhouse splash
shield from transaxle splash shield. (2) Remove transaxle splash shield attaching bolts
and separate transaxle splash shield from vehicle.
TRANSAXLE SPLASH SHIELD INSTALLATION
Reverse the preceding operation.
ENGINE DRIVE BELT SPLASH SHIELD REMOVAL (FIG. 8)
(1) Hoist vehicle and support on suitable safety
stands. (2) Remove bolts holding engine drive belt splash
shield to right frame rail. (3) Separate drive belt splash shield from vehicle.
ENGINE DRIVE BELT SPLASH SHIELDINSTALLATION
Reverse the preceding operation.
Fig. 5 Hood Latch Release Cable Assembly
Fig. 6 Cowl Cover Assembly
Ä AA-BODY 23 - 13

FRONT FENDER
REMOVAL (FIG. 9)
(1) Remove front side marker lamp assembly. Re-
fer to Group 8L, Lamps for instructions. (2) Remove front bumper as necessary to gain
clearance to remove front fender. Refer to Front
Bumper Removal paragraph in this section. (3) Remove front wheelhouse splash shield. Refer
to Front Wheelhouse Splash Shield Removal para-
graph of this section. (4) Remove rocker panel moulding as necessary to
clear front fender. Refer to Body Side Moulding and
Applique Removal paragraph in this section. (5) Remove bolts holding bottom front fender at
rear of wheel opening. (6) Remove bolt holding front fender at rear of
wheelhouse. (7) Remove bolt holding front fender at top of front
door opening. (8) Remove bolts holding front fender to front
lower brace and under radiator closure panel. (9) Remove bolts holding front fender to front of
radiator closure panel. (10) Raise hood and support hood on a suitable
holding device. Mark hinge for installation indexing.
Remove lower hood hinge attaching bolts and sepa-
rate hinge from front fender. Refer to Hood Hinge
Removal paragraph in this section. (11) Remove bolts holding front fender to inner
wheelhouse along hood opening. (12) Separate front fender from vehicle.
INSTALLATION
Reverse the preceding operation. Align front fender
to achiev ea4mm (0.160 in) gap to hood edge and 6
mm (0.240 in) gap to front door edge. All surfaces
across gaps should be flush.
FRONT DOOR TRIM PANEL
DOOR TRIM PANEL WITH POWER WINDOWS REMOVAL (FIG. 10)
(1) Move glass to down position.
(2) Disconnect battery negative cable.
(3) Using a suitable prying tool, lift upward at
front of power window switch bezel and disengage be-
zel from clip in door panel. Disconnect wire connector
from back of switch. (4) Remove door latch handle bezel insert. Discon-
nect power door lock switch wire connector, if
equipped. Remove screws holding handle bezel to
trim panel and separate bezel from door. (5) Remove screw holding armrest pull handle to
door through door latch handle bezel opening. (6) Remove hidden screw from in carpet at rear
lower corner of trim panel. (7) Using a suitable trim clip tool, disengage frog
leg clips at the ends and bottom of trim panel. After
all trim clips are loose, push inward at the top of the
trim panel and lift upward to disengage barb fasten-
ers at top of panel. Separate trim from door.
Fig. 7 Front Wheelhouse and Transaxle Splash Shields
Fig. 8 Engine Drive Belt Splash Shield
Fig. 9 Front Fender Assembly
23 - 14 AA-BODY Ä

ing hood, align all marks and secure bolts. The hood
should be aligned to 4 mm (0.160 in.) gap to the front
fenders and flush across the top surfaces along fend-
ers.(4) Remove the top hood to hinge bolts and loosen
the bottom bolts until they can be removed by hand. (5) With assistance of a helper at the opposite side
of the vehicle to support the hood, remove the bottom
hood to hinge bolts. Separate the hood from the ve-
hicle.
HOOD INSTALLATION
Reverse the preceding operation.
HOOD HINGE REMOVAL (FIG. 6)
(1) Support hood on the side that requires hinge
replacement. (2) Mark all bolt and hinge attachment locations
with a grease pencil or other suitable device to pro-
vide reference marks for installation. When install-
ing hood hinge, align all marks and secure bolts. The
hood should be aligned to 4 mm (0.160 in.) gap to the
front fenders and flush across the top surfaces along
fenders. Shims can be added or removed under hood
hinge to achieve proper hood height. (3) Remove hood to hinge attaching bolts.
(4) Remove hood hinge to front fender attaching
bolts and separate hinge from vehicle.
HOOD HINGE INSTALLATION
Reverse the preceding operation. If necessary, paint
new hinge before installation.
HOOD LATCH AND RELEASE CABLE
HOOD LATCH REMOVAL (FIG. 7)
(1) Raise hood top the full up position.
(2) Remove hood latch attaching bolts holding
latch to radiator closure panel and separate from ve-
hicle. (3) Pry release cable casing attachment from slot
receiver on latch, disengage cable end from latch arm
hook.
HOOD LATCH INSTALLATION
Reverse the preceding operation.
HOOD LATCH RELEASE CABLE
REMOVAL (FIG. 8)
(1) Raise hood to the full up position.
(2) Remove push-in fasteners holding hood latch
cover to radiator closure panel and separate cover
from vehicle, if equipped. (3) Disconnect hood release cable casing and cable
end from hood latch assembly. Refer to Hood Latch
Removal procedure in this section. (4) Remove hood latch release cable handle attach-
ing bolts from under left lower edge of instrument
panel. (5) Disengage release cable rubber grommet from
engine compartment dash panel behind instrument
panel. (6) Rout cable assembly through engine compart-
ment around battery, under fender lip, under relay
bank, and under wiring harnesses, toward dash
Fig. 5 Hood Remove or InstallÐTypical
Fig. 6 Hood Hinge AssemblyÐTypical
Ä AC-BODY 23 - 39