1996 CHRYSLER VOYAGER lock

31TH TORQUE SPECIFICATIONS
DESCRIPTION TORQUE DESCRIPTION TORQUE
Bell Housing Cover Bolts 12 N´m (106 in. lbs.) Output Shaft Nut 271 N´m (200 ft. lbs.)
Cooler Hose To Rad. Conn. 12 N´m (105 in. lbs.) Park/Neutral Switch 34 N´m (25 ft. lbs.)
Cooler Line Conn. 28 N´m (250 in. lbs.) Pressure Check Plug 5 N´m (45 in. lbs.)
Diff. Bear. Ret. To Case Bolt 28 N´m (250 in. lbs.) Pump To Case Bolts 31 N´m (275 in. lbs.)
Diff. Cover To Case Bolt 19 N´m (165 in. lbs.) Reaction Shaft Assembly Bolt 28 N´m (250 in. lbs.)
Exten. Hous. To Case Bolt 28 N´m (250 in. lbs.) Rear Cover To Case Screw 19 N´m (165 in. lbs.)
Flex Plate To Crankshaft Bolts 95 N´m (70 ft. lbs.) Reverse Band Adj. Lock Nut 14 N´m (125 in. lbs.)
Flex Plate To Torque Conv. Bolts 68 N´m (50 ft. lbs.) Reverse Band Shaft Plug 7 N´m (60 in. lbs.)
Fluid Filter Screw 5 N´m (45 in. lbs.) Ring Gear Screw 95 N´m (70 ft. lbs.)
Front Motor Mount Bolt 54 N´m (40 ft. lbs.) Speedo. To Ext. Hous. Screw 7 N´m (60 in. lbs.)
Governor Counterweight Screw 28 N´m (250 in. lbs.) Sprag Ret. To Transfer Case Bolt 28 N´m (250 in. lbs.)
Governor To Support Bolt 7 N´m (60 in. lbs.) Starter To Trans. Bell Bolts 54 N´m (40 ft. lbs.)
Kickdown Band Adj. Lock Nut 47 N´m (35 ft. lbs.) Throttle Cable To Trans. Case
Bolt12 N´m (105 in. lbs.)
Left Motor Mount Bolts 54 N´m (40 ft. lbs.) Throttle Lever To Trans. Shaft
Bolts12 N´m (105 in. lbs.)
Lower Bell Housing Cover Screw 41 N´m (30 ft. lbs.) Trans. To Cyl. Block Bolt 95 N´m (70 ft. lbs.)
Manual Cable To Trans. Case Bolt 28 N´m (250 in. lbs.) Transfer Shaft Nut 271 N´m (200 ft. lbs.)
Manual Control Lever Screw 12 N´m (105 i n. lbs.) Transfer Gear Strap Bolts 23 N´m (17 ft. lbs.)
Oil Pan To Trans. Case Screw 19 N´m (165 in. lbs.) Valve Body Assy. To Case Bolts 12 N´m (105 in. lbs.)
Output Gear Strap Bolts 23 N´m (17 ft. lbs.) Valve Body Screw 5 N´m (45 in. lbs.)
NSTRANSAXLE AND POWER TRANSFER UNIT 21 - 65
SPECIFICATIONS (Continued)

SPECIAL TOOLS
31TH AUTOMATIC TRANSAXLE
Adapter Blocks C-293±45
Adapter Blocks C-293±52
Puller Press C-293±PA
Pressure Gauge (Low) C-3292
Pressure Gauge (High) C-3293SP
Dial Indicator C-3339
Spring Compressor C-3575±A
21 - 66 TRANSAXLE AND POWER TRANSFER UNITNS

41TE AUTOMATIC TRANSAXLE
INDEX
page page
GENERAL INFORMATION
41TE FOUR SPEED AUTOMATIC TRANSAXLE . 71
FLUID LEVEL AND CONDITION............. 72
SELECTION OF LUBRICANT............... 72
SPECIAL ADDITIVES..................... 72
DESCRIPTION AND OPERATION
ADAPTIVE CONTROLS................... 73
CLUTCH AND GEAR..................... 72
ELECTRONICS......................... 73
GEARSHIFT AND PARKING LOCK CONTROLS . 74
HYDRAULICS........................... 73
ON-BOARD DIAGNOSTICS................ 74
SENSORS............................. 73
SHIFT POSITION INDICATOR.............. 74
SOLENOIDS............................ 73
TORQUE MANAGEMENT.................. 74
TRANSMISSION CONTROL MODULE........ 74
TRANSMISSION RANGE SENSOR........... 74
DIAGNOSIS AND TESTING
41TE TRANSAXLE GENERAL DIAGNOSIS..... 75
CLUTCH AIR PRESSURE TESTS............ 77
FLUID LEAKAGE-TORQUE CONVERTER
HOUSING AREA....................... 78
HYDRAULIC PRESSURE TESTS............ 75
ROAD TEST............................ 75
SHIFT POSITION INDICATOR.............. 78
SERVICE PROCEDURES
ALUMINUM THREAD REPAIR.............. 81
FLUID AND FILTER CHANGE............... 79
FLUID DRAIN AND REFILL................. 81
FLUSHING COOLERS AND TUBES.......... 81OIL PUMP VOLUME CHECK............... 82
PINION FACTOR PROCEDURE............. 83
TRANSAXLE QUICK LEARN PROCEDURE.... 82
REMOVAL AND INSTALLATION
GEARSHIFT CABLE...................... 83
MANUAL VALVE LEVER (SHIFT LEVER)...... 84
OIL PUMP SEAL......................... 92
SOLENOID ASSEMBLY-REPLACE........... 85
SPEED SENSOR-INPUT................... 86
SPEED SENSOR-OUTPUT................. 86
TRANSAXLE........................... 89
TRANSMISSION CONTROL MODULE........ 87
TRANSMISSION RANGE SENSOR........... 85
VALVE BODY........................... 88
DISASSEMBLY AND ASSEMBLY
DIFFERENTIAL REPAIR.................. 139
INPUT CLUTCHES-RECONDITION.......... 110
TRANSAXLE ASSEMBLE................. 122
TRANSAXLE DISASSEMBLE............... 95
VALVE BODY RECONDITION............... 92
CLEANING AND INSPECTION
CLEANING VALVE BODY................. 144
ADJUSTMENTS
GEARSHIFT CABLE ADJUSTMENT......... 144
SCHEMATICS AND DIAGRAMS
41TE TRANSAXLE HYDRAULIC SCHEMATICS . 145
SPECIFICATIONS
41TE AUTOMATIC TRANSAXLE............ 158
41TE TORQUE SPECIFICATIONS.......... 158
SPECIAL TOOLS
41TE AUTOMATIC TRANSAXLE............ 159
GENERAL INFORMATION
41TE FOUR SPEED AUTOMATIC TRANSAXLE
The 41TE four-speed FWD transaxle uses fully-
adaptive controls. Adaptive controls are those which
perform their functions based on real-time feedback
sensor information. The transaxle uses hydraulically
applied clutches to shift a planetary gear train.
TRANSAXLE IDENTIFICATION
The 41TE transaxle identification code is printed
on a label. The label is located on the transaxle case
next to the solenoid assembly (Fig. 1).
Fig. 1 Identification Tag Location
NSTRANSAXLE AND POWER TRANSFER UNIT 21 - 71

CAUTION: Some clutch packs appear similar, but
they are not the same. Do not interchange clutch
components, as they might fail.
HYDRAULICS
The hydraulics of the transaxle provide:
²Manual shift lever select function
²Main line pressure regulation
²Torque converter and cooler flow control
Oil flow to the friction elements is controlled
directly by four solenoid valves. The hydraulics also
include a unique logic- controlled solenoid torque con-
verter clutch control valve. This valve locks out the
1st gear reaction element with the application of 2nd,
direct, or overdrive gear elements. It also redirects
the 1st gear solenoid output so that it can control
torque converter clutch operation. To regain access to
1st gear, a sequence of commands must be used to
move the solenoid TCC control valve. This precludes
any application of the 1st gear reaction element with
other elements applied. It also allows one solenoid to
control two friction elements.
Small, high-rate accumulators are provided in each
controlled friction element circuit. These serve to
absorb the pressure responses, and allow the controls
to read and respond to changes that are occurring.
SOLENOIDS
The solenoid valves perform most control functions,
these valves must be extremely durable and tolerant
of dirt. For that reason hardened-steel poppet and
ball valves are used. These are free from any close
operating clearances. The solenoids operate the
valves directly without any intermediate element.
Direct operation means that these units must have
very high output. They must close against the size-
able flow areas and high line pressures. Fast
response is also required to meet the control require-
ments.
Two of the solenoids are normally-venting and two
are normally-applying; this was done to provide a
default mode of operation. With no electrical power,
the transmission provides 2nd gear in (OD), (3), or
(L) shift lever positions. All other transmission lever
positions will operate normally. The choice of 2nd
gear was made to provide adequate breakaway per-
formance while still accommodating highway speeds.
SENSORS
There are three pressure switches to identify sole-
noid application. There are two speed sensors to read
input (torque converter turbine) and output (parking
sprag) speeds. There is also a transmission range
sensor to indicate the manual shift lever position.
The pressure switches are incorporated in an assem-
bly with the solenoids. Engine speed, throttle posi-tion, temperature, etc., are also observed. Some of
these signals are read directly from the engine con-
trol sensors; others are read from a multiplex circuit
with the powertrain control module.
ELECTRONICS
The 41TE Transmission Control Module (TCM) is
located underhood in a potted, die-cast aluminum
housing. The module used is a new controller called
EATX III. The TCM has a sealed, 60-way connector.
ADAPTIVE CONTROLS
These controls function by reading the input and
output speeds over 140 times a second and respond-
ing to each new reading. This provides the precise
and sophisticated friction element control needed to
make smooth clutch-to-clutch shifts for all gear
changes. The use of overrunning clutches or other
shift quality aids are not required. As with most
automatic transaxles, all shifts involve releasing one
element and applying a different element. In simpli-
fied terms, the upshift logic allows the releasing ele-
ment to slip backwards slightly. This ensures that it
does not have excess capacity. The apply element is
filled until it begins to make the speed change to the
higher gear. The apply pressure is then controlled to
maintain the desired rate of speed change. This con-
tinues until the shift is made. The key to providing
excellent shift quality is precision. For example, the
release element for upshifts is allowed to slip back-
wards slightly. The amount of that slip is typically
less than a total of 20 degrees. To achieve that pre-
cision, the TCM learns the traits of the transaxle
that it is controlling. It learns the release rate of the
releasing element and the apply time of the applying
element. It also learns the rate at which the apply
element builds pressure sufficient to begin making
the speed change. This method achieves more preci-
sion than would be possible with exacting tolerances.
It can also adapt to any changes that occur with age
or environment.
For kickdown shifts, the control logic allows the
releasing element to slip. Then controls the rate at
which the input (and engine) accelerate. When the
lower gear speed is achieved, the releasing element
reapplies to maintain that speed until the apply ele-
ment is filled. This provides quick response since the
engine begins to accelerate immediately. This also
provides a smooth torque exchange since the release
element can control the rate of torque increase. This
control can make any powertrain feel more respon-
sive without increasing harshness.
Adaptive controls respond to input speed changes.
They compensate for changes in engine or friction
element torque and provide good, consistent shift
quality for the life of the transaxle.
NSTRANSAXLE AND POWER TRANSFER UNIT 21 - 73
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)

REVERSE CLUTCH
Apply air pressure to the reverse clutch apply pas-
sage and watch for the push/pull piston to move rear-
ward. The piston should return to its starting
position when the air pressure is removed.
2/4 CLUTCH
Apply air pressure to the feed hole located on the
2/4 clutch retainer. Look in the area where the 2/4
piston contacts the first separator plate and watch
carefully for the 2/4 piston to move rearward. The
piston should return to its original position after the
air pressure is removed.
LOW/REVERSE CLUTCH
Apply air pressure to the low/reverse clutch feed
hole (rear of case, between 2 bolt holes). Then, look
in the area where the low/reverse piston contacts thefirst separator plate. Watch carefully for the piston to
move forward. The piston should return to its origi-
nal position after the air pressure is removed.
UNDERDRIVE CLUTCH
Because this clutch piston cannot be seen, its oper-
ation is checked by function. Air pressure is applied
to the low/reverse and the 2/4 clutches. This locks the
output shaft. Use a piece of rubber hose wrapped
around the input shaft and a pair of clamp-on pliers
to turn the input shaft. Next apply air pressure to
the underdrive clutch. The input shaft should not
rotate with hand torque. Release the air pressure
and confirm that the input shaft will rotate.
FLUID LEAKAGE-TORQUE CONVERTER HOUSING
AREA
(1) Check for source of leakage.
(2) Fluid leakage at or around the torque converter
area may originate from an engine oil leak. The area
should be examined closely. Factory fill fluid is red
and, therefore, can be distinguished from engine oil.
(3) Prior to removing the transaxle, perform the
following checks:
(4) When leakage is determined to originate from
the transaxle, check fluid level prior to removal of
the transaxle and torque converter.
(5) High oil level can result in oil leakage out the
vent in the manual shaft. If the fluid level is high,
adjust to proper level.
(6) After performing this operation, inspect for
leakage. If a leak persists, perform the following
operation on the vehicle. This will determine if the
torque converter or transaxle is leaking.
TORQUE CONVERTER LEAKAGE
Possible sources of torque converter leakage are:
²Torque converter weld leaks at the outside
(peripheral) weld.
²Torque converter hub weld.
NOTE: Hub weld is inside and not visible. Do not
attempt to repair. Replace torque converter.
SHIFT POSITION INDICATOR
The transmission range sensor (on the valve body)
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) information to the
BCM via the CCD bus. The BCM then outlines with
a box the appropriate shifter position indicator in the
instrument cluster.
Fig. 3 Air Pressure Test Plate
Fig. 4 Testing Reverse Clutch
21 - 78 TRANSAXLE AND POWER TRANSFER UNITNS
DIAGNOSIS AND TESTING (Continued)

(6) Attach cable eyelet fitting onto the transaxle
operating lever.
(7) Complete adjustment using the gearshift cable
adjustment procedure.
ADJUSTMENT
Lift and rotate the gearshift hand lever into the
park (P) gate position and remove the ignition key.
This confirms the shift lever is in the gated park (P)
position.
After confirming the park gate position, turn the
ignition switch. If the starter will operate, the park
gate position is correct. Move the shift lever into the
neutral (N) position. If the starter will operate in this
position, the linkage is properly adjusted. If the
starter fails to operate in either position, linkage
adjustment is required.
(1) Park the vehicle on level ground and set the
parking brake.
(2) Place the gearshift lever in park (P) gate posi-
tion and remove key.(3) Loosen the cable adjustment screw at the tran-
saxle operating lever (Fig. 10).
(4) Pull the transaxle operating lever fully forward
to the park detent position.
(5) Release the park brake, then rock the vehicle
to assure it is in park lock. Reset the park brake.
(6) Tighten the cable adjustment screw to 8 N´m
(70 in. lbs.). Gearshift cable should now be properly
adjusted.
(7) Check adjustment by using the preceding pro-
cedure.
MANUAL VALVE LEVER (SHIFT LEVER)
REMOVAL
(1) Remove shift cable from lever (Fig. 11).
(2) Loosen the lever mounting bolt (Fig. 12). Do
not remove bolt (not necessary).
(3) Pull up on lever and remove.
INSTALLATION
(1) For installation, reverse removal procedure.
Fig. 8 Remove Cable From Bracket
Fig. 9 Instrument Panel Silencer
Fig. 10 Gearshift Cable
Fig. 11 Shift Cable
21 - 84 TRANSAXLE AND POWER TRANSFER UNITNS
REMOVAL AND INSTALLATION (Continued)

VALVE BODY
REMOVAL
NOTE: To ease removal of the valve body, turn the
manual valve lever fully clockwise.
Fig. 26 Transaxle Control Module
Fig. 27 Remove Oil Pan Bolts
Fig. 28 Remove Oil Pan
Fig. 29 Remove Oil Filter
Fig. 30 Remove Valve Body Attaching Bolts
Fig. 31 Push Park Rod Rollers from Guide Bracket
21 - 88 TRANSAXLE AND POWER TRANSFER UNITNS
REMOVAL AND INSTALLATION (Continued)