1996 CHRYSLER VOYAGER steering

(4) Raise the front wheels off the ground.
(5) Slowly turn the steering wheel right and left,
lightly contacting the wheel stops at least 20 times.
(6) Check the fluid level add if necessary.
(7) Lower the vehicle, start the engine and turn
the steering wheel slowly from lock to lock.
(8) Stop the engine and check the fluid level and
refill as required.
(9) If the fluid is extremely foamy or milky look-
ing, allow the vehicle to stand a few minutes and
repeat the procedure.
CAUTION: Do not run a vehicle with foamy fluid for
an extended period. This may cause pump damage.
REMOVAL AND INSTALLATION
POWER STEERING PUMPÐ2.5L DIESEL
NOTE: The power steering pump is mounted below
the fuel pump on the left side of the engine. The
vehicle should be raised on a hoist to access the
pump from below.
REMOVAL
(1) Remove serpentine drive belt. Refer to Group 7,
Cooling System, for procedure.
(2) Remove power steering pump pulley. Use a hex
wrench to secure the power steering shaft while
removing the pulley bolt with a box wrench. (Fig. 2)
CAUTION: Do not use an impact wrench to remove
the pump pulley ± this can cause rear pump seal
damage. Do not secure power steering shaft with a
wrench on the coupling to the A/C compressor ±
this can cause rear pump seal damage.
(3) Remove coupling bolts (2) from A/C compressor
side of coupling.
(4) Loosen A/C compressor bolts and separate com-
pressor from bracket. Do not disconnect A/C hoses.
(5) Remove bolts (2) securing the power steering
pump to the power steering bracket.
(6) Disconnect power steering pump supply hose at
the pump and drain fluid.
(7) Disconnect power steering pressure hose at the
steering gear assembly.
(8) Remove power steering pump.
INSTALLATION
(1) Install pump on engine.
(2) Tighten pump bracket bolts to 47 N´m (35 ft.
lbs.).(3) Reverse the above procedures in steps 8
through 1 to complete installation.
(4) Add power steering fluid and perform Power
Steering Pump Initial Operation.
Fig. 2 Power Steering Pump Pulley Removal
Fig. 3 Left SIde Motor MountÐVM DIesel
19 - 2 STEERINGNS/GS
SERVICE PROCEDURES (Continued)

GEARSHIFT AND PARKING LOCK CONTROLS
The transaxle is controlled by a lever type gear-
shift incorporated within the steering column. The
control has six selector lever positions: P (park), R
(reverse), N (neutral), and D (drive), 2 (second), and
1 (first). The parking lock is applied by moving the
selector lever past a gate to the P position.Do not
apply the parking lock until the vehicle has
stopped; otherwise, a severe ratchet noise will
occur.
TORQUE CONVERTER CLUTCH SOLENOID WIRING
CONNECTOR
If wiring connector is unplugged, the torque con-
verter will not engage (Fig. 1) .
GOVERNOR
The governor may be serviced by removing the
transaxle oil pan and valve body assembly. The gov-
ernor may be unbolted from the governor support
and removed from the transaxle for reconditioning or
replacement.
When cleaning or assembling the governor, make
sure the governor valves move freely in the bores of
the governor body.
DIAGNOSIS AND TESTING
THREE SPEED TRANSAXLE DIAGNOSIS AND
TESTS
Automatic transaxle malfunctions may be caused
by four general conditions:
(1) Poor engine performance
(2) Improper adjustments
(3) Hydraulic malfunctions
(4) Mechanical malfunctionsDiagnosis of these problems should always begin
by checking the easily accessible variables; fluid level
and condition, gearshift cable adjustment, and throt-
tle pressure cable adjustment. Then perform a road
test to determine if the problem has been corrected
or that more diagnosis is necessary. If the problem
exists after the preliminary tests and corrections are
completed, hydraulic pressure tests should be per-
formed
31TH HYDRAULIC TROUBLE CODE CHARTS
The following charts should be used to help diag-
nose hydraulic or mechanical faults in the transaxle .
ROAD TEST
Prior to performing a road test, check the fluid
level, and control cable adjustments.
During the road test, the transaxle should be oper-
ated in each position to check for slipping and any
variation in shifting.
If vehicle operates at high speeds, but has poor
acceleration, the converter's overrunning clutch may
be slipping. If acceleration is normal, but high throt-
tle opening is needed for high speeds, the stator
clutch may have seized.
Observe closely for slipping or engine speed flare-
up. Slipping or flare-up in any gear usually indicates
clutch, band, or overrunning clutch problems. If the
condition is far advanced, an overhaul will probably
be necessary to restore normal operation.
In most cases, the clutch or band that is slipping
can be determined by noting the transaxle operation
in all selector positions. Then comparing which inter-
nal units are applied in those positions. The Ele-
ments in Use Chart provides a basis for road test
analysis .
The rear clutch is applied in both the D first gear
and 1 first gear positions. Also the overrunning
clutch is applied in D first gear and the low/reverse
band is applied in 1 first gear position. If the tran-
saxle slips in D range first gear, but does not slip in
1 first gear, the overrunning clutch is slipping. Simi-
larly, if the transaxle slips in any two forward gears,
the rear clutch is slipping.
Using the same procedure, the rear clutch and
front clutch are applied in D third gear. If the tran-
saxle slips in third gear, either the front clutch or the
rear clutch is slipping. By selecting another gear
which does not use one of those units, the unit which
is slipping can be determined. If the transaxle also
slips in reverse, the front clutch is slipping. If the
transaxle does not slip in reverse, the rear clutch is
slipping.
The process of eliminating can be used to detect
any unit which slips and to confirm proper operation
of good units. Road testing can usually diagnose slip-
ping units. Although the actual cause of the problem
Fig. 1 Torque Converter Clutch Solenoid Wiring
Connector
21 - 4 TRANSAXLE AND POWER TRANSFER UNITNS
DESCRIPTION AND OPERATION (Continued)

TORQUE MANAGEMENT
Most 41TE transaxles utilize torque management.
Torque management is a unique function of the Pow-
ertrain Control Module (PCM). The PCM receives
output signals from the Transmission Control Module
(TCM) and many various engine sensors. The PCM
evaluates these signals and decides if it is necessary
to decrease the output of the engine's torque. This
reduction in torque does not interfere with the nor-
mal operation of the vehicle. This reduction in torque
will prolong the life of the drivetrain components.
Torque reduction is not noticeable in normal driving
functions. The torque reduction function shuts off
above 16 MPH.
ON-BOARD DIAGNOSTICS
This vehicle utilizes a diagnostic system called
OBDII. The powertrain control module communicates
with the Transmission Control Module. Whenever
the transaxle sets a fault in the Transmission Con-
trol Module (dependent on which fault is set), the
powertrain control module will turn on a MIL (Mal-
function Indicator Lamp) on the instrument cluster.
By reading the code in the powertrain control module
it will tell you where the fault occurred. If the fault
occurred in the transaxle, the controller will read a
CODE 45.For further information regarding OBDII,
refer to Group 25, Emission Systems.
These controls provide comprehensive, on-board
transaxle diagnostics. The information available can
aid in transaxle diagnosis. For example, apply ele-
ment buildup rate indicates solenoid performance.
Also included are self diagnostic functions. Self diag-
nostics allow the technician to test the condition of
the electronic controls. The Transmission Control
Module continuously monitors its critical functions. It
also records any malfunctions, and the number of
engine starts since the last malfunction. This allows
the technician to use the information in the event of
a customer complaint.
TRANSMISSION CONTROL MODULE
Do not interchange Transmission Control Modules
with previous year transmission control modules. If a
same year TCM is being used from a different vehi-
cle, the following procedures must be performed:
²Quick Learn Procedure
²Electronic Pinion Factor Procedure
The Transmission Control Module is located on the
right inner fender panel, in the engine compartment.
It is held in place by four mounting screws.NOTE: If the Transmission Control Module has
been replaced, the following procedures must be
performed:
²Quick Learn Procedure: This procedure will
allow the transmission control module to learn the
characteristics of the vehicle.
²Electronic Pinion Factor Procedure: This proce-
dure will reprogram the TCM to compensate for dif-
ferent tire sizes and final drive ratios.
GEARSHIFT AND PARKING LOCK CONTROLS
The transaxle is controlled by a lever type gear-
shift incorporated within the steering column. The
control has six selector lever positions: P (park), R
(reverse), N (neutral), and D (drive), 2 (second), and
1 (first). The parking lock is applied by moving the
selector lever past a gate to the P position.Do not
apply the parking lock until the vehicle has
stopped; otherwise, a severe ratchet noise will
occur.
TRANSMISSION RANGE SENSOR
The 41TE transaxle is equipped with a transmis-
sion range sensor that is located on top of the valve
body. This sensor will allow for accurate transmission
gear position measurement.
To service the transmission range sensor (TRS),
you must remove the valve body. For repair proce-
dures, refer to the Removal and Installation section
within this group.
Also located within the TRS is a transmission tem-
perature sensor. This sensor is used to measure the
transmission fluid sump temperature. The transmis-
sion temperature sensor is serviced with the TRS as
a unit.
SHIFT POSITION INDICATOR
The shifter position indicator is located in the
instrument cluster. The shifter position indicator out-
lines with a box the gear position the transaxle man-
ual valve lever is in.
The transmission range sensor (located on the
valvebody) sends a signal to the TCM on the position
of the transaxle manual valve lever. The TCM
receives the switch signal and processes the data.
The TCM sends the Shift Lever Position (SLP) infor-
mation to the BCM via the CCD bus. The BCM then
outlines with a box the appropriate shifter position
indicator in the instrument cluster.
To replace the shifter position indicator, refer to
Group 8E, Instrument Panel And Gauges.
21 - 74 TRANSAXLE AND POWER TRANSFER UNITNS
DESCRIPTION AND OPERATION (Continued)

²The shift lever position must stay until
prompted to shift to overdrive
²The shift lever position must stay in overdrive
after the Shift to Overdrive prompt until the DRBIII
indicates the procedure is complete
²The calculated oil temperature must be above
60É and below 200É
(1) Plug the DRBIII scan tool into the data link
connector. The connector is located under the instru-
ment panel.
(2) Go to the Transmission screen.
(3) Go to the Miscellaneous screen.
(4) Select Quick Learn Procedure. Follow the
instructions of the DRBIII to perform the Quick
Learn Procedure.
PINION FACTOR PROCEDURE
The vehicle speed readings for the speedometer are
taken from the output speed sensor. The TCM must
be calibrated to the different combinations of equip-
ment available. A procedure has been developed
called Pinion Factor. It allows the technician to set
the Transmission Control Module initial setting so
that the speedometer readings will be correct.
Failure to perform this procedure will cause a No
Speedometer Operation condition.
This procedure must be performed if the Transmis-
sion Control Module has been replaced.
To properly read or reset the Pinion Factor, it is
necessary to use a DRBIII scan tool. Perform the fol-
lowing steps with the DRBIII scan tool to read or
reset the Pinion Factor:
(1) Plug the DRBIII scan tool into the data link
connector located under the instrument panel.
(2) Select the Transmission menu.
(3) Select the Miscellaneous menu.
(4) Select Pinion Factor. Then follow the instruc-
tions on the DRBIII scan tool screen.
REMOVAL AND INSTALLATION
GEARSHIFT CABLE
REMOVAL
(1) Remove cable eyelet attachment from transaxle
operating lever pin (Fig. 6).
(2) Using pliers, squeeze ears of cable conduit
attachment at mounting bracket (Fig. 7) and push
through hole to remove (Fig. 8).
(3) Remove the under instrument panel silencer
(Fig. 9). Refer to Group 8E, Instrument Panel And
Gauges for more information.
(4) At the steering column attachment, remove the
cable eyelet attachment from the shift lever pin.(5) Using pliers, squeeze ears of cable attachment
at mounting bracket then push through hole to
remove.
(6) Unseat the dash grommet and remove the
cable from the vehicle.
INSTALLATION
(1) Install cable into steering column attachment
bracket. Verify conduit ears are fully engaged. Verify
cable does not interfere with brake pedal actuation.
(2) Attach cable eyelet fitting onto shift lever pin.
(3) Insert transaxle end of cable through dash
panel hole and fully seat grommet.
(4) Install instrument panel silencer. Verify gear-
shift cable is routed through the slot in the silencer.
CAUTION: Failure to route the cable properly at the
silencer may cause brake pedal interference.
(5) Attach transaxle end of cable to the mounting
bracket on the transaxle. Assure the conduit attach-
ment ears are fully seated.
Fig. 6 Gearshift Cable
Fig. 7 Grommet Clips
NSTRANSAXLE AND POWER TRANSFER UNIT 21 - 83
SERVICE PROCEDURES (Continued)

(11) Remove three upper bellhousing bolts (Fig.
33).
(12) Install engine bridge fixture to chain and sup-
port engine (Fig. 34).(13) Hoist the vehicle.
(14) Remove front wheels.
(15) Remove axle shaft hub nuts.
(16) Remove steering knuckle steering stop studs.
(17) Remove lower control arm pinch bolts (Fig.
35).
(18) Using a pry bar, unseat lower control arm
from steering knuckle (Fig. 36).
(19) Remove drain plug and drain transaxle fluid
(Fig. 37).
(20) Remove right and left axle shaft assemblies
(21) Remove vehicle speed sensor wiring connector
(Fig. 38).
(22) Remove clutch cable retaining clip (Fig. 39).
Remove clutch cable from transaxle housing.
(23) Remove adapter plate and front engine mount
bolts (Fig. 40) (Fig. 41).
(24) Remove two remaining rear engine mount
bolts.
CAUTION: Always use a safety chain when remov-
ing or installing transaxle assembly.
Fig. 30 Wiring Harness Bracket
Fig. 31 Shift Cables
Fig. 32 Engine Support Chain
Fig. 33 Upper Bellhousing Bolts
Fig. 34 Engine Bridge Fixture
NS/GSA±598 MANUAL TRANSAXLE 21 - 13
REMOVAL AND INSTALLATION (Continued)

(12) Remove the front wheels.(13) Remove the two (2) axle shaft hub nuts.
(14) Remove three upper bellhousing bolts.
(15) Remove steering stop studs at steering knuck-
les.
(16) Remove lower control arm pinch bolts (Fig.
56).
(17) Using a pry bar, unseat lower control arm
from steering knuckle (Fig. 57).
(18) Remove drain plug and drain transaxle fluid
(Fig. 58).
(19) Remove right and left axle shaft assemblies
(20) Remove vehicle speed sensor wiring connector
(Fig. 59).
(21) Remove structural brace from engine and
transaxle.
Fig. 52 Engine Support Chain Ð Typical
Fig. 53 Throttle Control Shield
Fig. 54 Throttle Control Support Bracket
Fig. 55 Shift Cables
Fig. 56 Lower Control Arm Pinch Bolt
21 - 18 A±598 MANUAL TRANSAXLENS/GS
REMOVAL AND INSTALLATION (Continued)

Improper inflation can cause:
²Uneven wear patterns
²Reduced tread life
²Reduced fuel economy
²Unsatisfactory ride
²The vehicle to drift.
Proper tire air inflation pressure specifications can
be found on the Vehicle Tire Placard provided with
the vehicle. See owner's manual.
Tire pressures have been chosen to provide safe
operation, vehicle stability, and a smooth ride. Tire
pressure should be checked cold once per month.
Check tire pressure more frequently when the
weather temperature varies widely. Tire pressure will
decrease when the outdoor temperature drops.
Tire inflation pressures specified on the placard
are always cold inflation pressure. Cold inflation
pressure is obtained after the vehicle has not been
operated for at least 3 hours, or the vehicle is 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.
TIRE PRESSURE FOR HIGH-SPEED DRIVING
Chrysler Corporation advocates driving at safe
speeds within posted speed limits. Where speed lim-
its allow the vehicle to be driven at high speeds, cor-
rect tire inflation pressure is very important. For
speeds up to and including 75 mph (120 km/h), tires
must be inflated to the pressures shown on the tire
placard.
Vehicles loaded to the maximum capacity should
not be driven at speeds above 75 mph (120 km/h).
For emergency vehicles that are driven at speeds
over 90 mph (144 km/h), special high-speed tires
must be used. Consult tire manufacturer for correct
inflation pressure recommendations.
REPLACEMENT TIRES
The original equipment tires provide a proper bal-
ance of many characteristics such as:
²Ride
²Noise
²Handling
²Durability
²Tread life
²Traction
²Rolling resistance
²Speed capability
It is recommend that tires equivalent to the origi-
nal equipment tires be used when replacement is
needed.
Failure to use equivalent replacement tires may
adversely affect the safety and handling of the vehicle.
The use of oversize tires not listed in the specifica-
tion charts may cause interference with vehicle com-
ponents. Under extremes of suspension and steering
travel, interference with vehicle components may
cause tire damage.
WARNING: FAILURE TO EQUIP THE VEHICLE WITH
TIRES HAVING ADEQUATE SPEED CAPABILITY
CAN RESULT IN SUDDEN TIRE FAILURE.
DIAGNOSIS AND TESTING
PRESSURE GAUGES
A quality air pressure gauge is recommended to
check tire pressure. After checking the air pressure,
replace valve cap finger tight.
TREAD WEAR INDICATORS
Tread wear indicators are molded into the bottom
of the tread grooves. When tread depth is 1.6 mm
(1/16 in.), the tread wear indicators will appear as a
13 mm (1/2 in.) band (Fig. 4).
Tire replacement is necessary when indicators
appear in two or more grooves or if localized balding
occurs.
Fig. 4 Tread Wear Indicators
NSTIRES AND WHEELS 22 - 3
DESCRIPTION AND OPERATION (Continued)

SERVICE PROCEDURES
WHEEL INSTALLATION
To install the wheel, first position it properly on
the mounting surface of the hub using the hub pilot
as a guide. All wheel nuts should be lightly tightened
before progressively tightening them in the proper
sequence (Fig. 7). Then fully tighten the wheel nuts
in the proper sequence (Fig. 7) to a torque of 135
N´m (100 ft. lbs.). Never use oil or grease on studs or
nuts.
TIRE AND WHEEL BALANCE
Balancing need is indicated by vibration of seats,
floor pan, or steering wheel. The vibration will be
noticed mostly when driving over 90 km/h (55 mph)
on a smooth road.
It is recommended that a two plane dynamic bal-
ancer be used when a wheel and tire assembly
require balancing. Static balancing should be used
only when a two plane balancer is not available.
Off-vehicle tire and wheel balancing is recom-
mended to be used on this vehicle.
NOTE: If on vehicle equipment is being used to bal-
ance the tire /wheel assemblies, remove the oppo-
site tire/wheel from the vehicle.
For static balancing, find the location of heavy spot
on tire/wheel causing the imbalance. Counter balance
wheel directly opposite the heavy spot. Determine
weight required to counterbalance the area of imbal-
ance. Place half of this weight on theinnerrim
flange and the other half on theouterrim flange
(Fig. 8).
For dynamic balancing, the balancing equipment is
designed to indicate the location and amount of
weight to be applied to both the inner and outer rim
flanges (Fig. 9).
Fig. 5 Checking Wheel Radial Run Out
Fig. 6 Checking Wheel Lateral Run Out
Fig. 7 Tightening Wheel Nuts
NSTIRES AND WHEELS 22 - 11
DIAGNOSIS AND TESTING (Continued)