2001 CHRYSLER VOYAGER check transmission fluid

DIAGNOSIS AND TESTING - CLUTCH AIR
PRESSURE TESTS
Inoperative clutches can be located using a series
of tests by substituting air pressure for fluid pressure
(Fig. 4) (Fig. 5). The clutches may be tested by apply-
ing air pressure to their respective passages. The
valve body must be removed and Tool 6056 installed.
To make air pressure tests, proceed as follows:
NOTE: The compressed air supply must be free of
all dirt and moisture. Use a pressure of 30 psi.
Remove oil pan and valve body. See Valve body
removal.
OVERDRIVE CLUTCH
Apply air pressure to the overdrive clutch apply
passage and watch for the push/pull piston to move
forward. The piston should return to its starting
position when the air pressure is removed.
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 the
first 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.
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. 6).
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.
Fig. 4 Air Pressure Test Plate
1 - TOOL 6056
2 - ACCUMULATORS
Fig. 5 Testing Reverse Clutch
1 - TOOL 6056
2 - AIR NOZZLE
21 - 164 AUTOMATIC - 41TERS
AUTOMATIC - 41TE (Continued)

FLUID
STANDARD PROCEDURE - FLUID LEVEL AND
CONDITION CHECK
NOTE: Only transmission fluid of the type labeled
Mopar ATF+4 (Automatic Transmission Fluid±Type
9602) 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 (approxi-
mately 82 C. or 180 F.), the fluid level is correct if it
is in the HOT region (cross-hatched area) on the oil
level indicator (Fig. 214). The fluid level should be
within the WARM range of the dipstick at 70É 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. 215).
(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.
Moparž ATF+4 (Automatic Transmission Fluid-
Type 9602) 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. A dark brown/black fluid
accompanied with a burnt odor and/or deterioration
in shift quality may indicate fluid deterioration or
transmission component failure.
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. 214 Transaxle Fluid Level Indicator
1 - TRANSAXLE DIPSTICK
21 - 246 AUTOMATIC - 41TERS

(5) Pour four quarts of Moparž ATF+4 (Automatic
Transmission Fluid) Type 9602 through the dipstick
opening.
(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. 217).
(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 Moparž ATF+4 (Automatic
Transmission Fluid) Type 9602 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. 217).
(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. 218).
(6) Disconnect gear shift cable from upper mount
bracket (Fig. 218).
Fig. 217 Transaxle Fluid Level Indicator
1 - TRANSAXLE DIPSTICK
Fig. 218 Gearshift Cable at Transaxle - Typical
1 - MANUAL VALVE LEVER
2 - GEAR SHIFT CABLE
3 - UPPER MOUNT BRACKET
21 - 248 AUTOMATIC - 41TERS
FLUID (Continued)

OIL PUMP
DESCRIPTION
The oil pump is located in the pump housing inside
the bell housing of the transaxle case (Fig. 295). The
oil pump consists of an inner and outer gear, a hous-
ing, and a cover that also serves as the reaction shaft
support.
OPERATION
As the torque converter rotates, the converter hub
rotates the inner and outer gears. As the gears
rotate, the clearance between the gear teeth
increases in the crescent area, and creates a suctionat the inlet side of the pump. This suction draws
fluid through the pump inlet from the oil pan. As the
clearance between the gear teeth in the crescent area
decreases, it forces pressurized fluid into the pump
outlet and to the valve body.
STANDARD PROCEDURE - OIL PUMP VOLUME
CHECK
Measuring oil pump output volume will determine
if sufficient flow to the transmission oil cooler exists,
and whether or not an internal transmission failure
is present.
Verify that transmission fluid is at the proper
level. If adding fluid is necessary, fill to the proper
level with Moparž ATF+4 (Automatic Transmission
Fluid±Type 9602). The following procedure is to
check oil pump output volume:
(1) Using hose cutters or a suitable blade, cut the
ªto coolerº (Fig. 296) line off flush with the cooler
inlet fitting and place a collection container under
the open line .
CAUTION: With the fluid set at the proper level,
fluid collection should not exceed (1) quart or inter-
nal damage to the transmission may occur.
(2) Start engine and runat curb idle speed, with
the shift selector in neutral.
Fig. 293 Install No. 3 Thrust Plate
1 - OVERDRIVE SHAFT ASSEMBLY
2 - DABS OF PETROLATUM (FOR RETENTION)
3 - #3 THRUST PLATE (NOTE 3 TABS)
Fig. 294 Install Overdrive Shaft Assembly
1 - OVERDRIVE SHAFT ASSEMBLY
2 - #3 THRUST PLATE
3 - #3 THRUST WASHER
Fig. 295 Oil Pump Assembly
1 - PUMP HOUSING
2 - OUTER PUMP GEAR
3 - INNER PUMP GEAR
4 - REACTION SHAFT SUPPORT
5 - SEAL RINGS (4)
6 - REACTION SHAFT
7 - CRESCENT
RSAUTOMATIC - 41TE21 - 269
INPUT CLUTCH ASSEMBLY (Continued)

(3) If one quart of ATF is collected in 20 seconds or
less, flow is within acceptable limits. If fluid flow is
intermittent or it takes more than 20 seconds to col-
lect one quart of ATF, (Refer to 21 - TRANSMIS-
SION/TRANSAXLE/AUTOMATIC - 41TE -
DIAGNOSIS AND TESTING).
(4) Inspect the cooler hose for damage. Replace if
necessary.
(5) Re-connect the to cooler line to the transmis-
sion using a service splice kit. Refer to instructions
inclued with the kit.
(6) Refill the transaxle to proper level with
Moparž ATF+4 (Automatic Transmission Fluid±Type
9602).
DISASSEMBLY
When disassembling the transaxle it is necessary
to inspect the oil pump for wear and damage.
(1) Remove the reaction shaft support bolts.
(2) Remove reaction shaft support from pump
housing (Fig. 297).
(3) Remove the pump gears (Fig. 298) and check
for wear and damage on pump housing and gears.
(4) Re-install the gears and check clearances.
(5) Measure the clearance between the outer gear
and the pump pocket (Fig. 299). Clearance should be
0.045-0.141mm (0.0018-0.0056 in.).
(6) Position an appropriate piece of Plastigage
across both pump gears.
(7) Align the Plastigage to a flat area on the reac-
tion shaft support housing.
(8) Install the reaction shaft to the pump housing.
Tighten the bolts to 27 N´m (20 ft. lbs.).
(9) Remove bolts and carefully separate the hous-
ings. Measure the Plastigage following the instruc-
tions supplied.(10) Clearance between outer gear side and the
reaction shaft support should be 0.020-0.046 mm
(0.0008-0.0018 in.). Clearance between inner gear
side and the reaction shaft support should be 0.020-
0.046 mm (0.0008-0.0018 in.).
Fig. 296 Transaxle Oil Cooler Fittings
1 - FROM COOLER
2 - TO COOLER
Fig. 297 Reaction Shaft Support
1 - PUMP HOUSING
2 - REACTION SHAFT SUPPORT
3 - PUMP GEARS
Fig. 298 Oil Pump Assembly
1 - PUMP HOUSING
2 - OUTER PUMP GEAR
3 - INNER PUMP GEAR
4 - REACTION SHAFT SUPPORT
5 - SEAL RINGS (4)
6 - REACTION SHAFT
7 - CRESCENT
21 - 270 AUTOMATIC - 41TERS
OIL PUMP (Continued)

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
NOTE: If torque conveter assembly is being
replaced, it is necessary to restart the TCC Break-In
Strategy. (Refer to 8 - ELECTRICAL/ELECTRONIC
CONTROL MODULES/TRANSMISSION CONTROL
MODULE - STANDARD PROCEDURE)
(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
NOTE: If torque conveter is being replaced, it is
necessary to restart the TCC Break-In Strategy.
(Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL
MODULES/TRANSMISSION CONTROL MODULE -
STANDARD PROCEDURE)
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. 339). 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)
(10) If torque conveter was replaced, it is neces-
sary to reset the TCC Break-In Strategy. (Refer to 8 -
ELECTRICAL/ELECTRONIC CONTROL MOD-
ULES/TRANSMISSION CONTROL MODULE -
STANDARD PROCEDURE)
Fig. 339 Checking Torque Converter Seating
1 - SCALE
2 - STRAIGHTEDGE
21 - 286 AUTOMATIC - 41TERS
TORQUE CONVERTER (Continued)

TORQUE REDUCTION LINK
(TRD)
DESCRIPTION
The Torque Reduction Link (TRD) is a wire
between the PCM and TCM that is used by the TCM
to request torque management. Torque management
controls or reduces torque output of the engine dur-
ing certain shift sequences, reducing torque applied
to the transaxle clutches.
OPERATION
The torque management signal is basically a
12-volt pull-up supplied by the PCM to the TCM over
the torque reduction link (TRD). Torque management
is requested when the TCM pulses this signal to
ground. The PCM recognizes this request and
responds by retarding ignition timing, killing fuel
injectors, etc. The PCM sends a confirmation of the
request to the TCM via the communication bus.
Torque reduction is not noticable by the driver, and
usually lasts for a very short period of time.
If the confirmation signal is not received by the
TCM after two sequential request messages, a diag-
nostic trouble code will be set.
VALVE BODY
DESCRIPTION
The valve body assembly consists of a cast alumi-
num valve body, a separator plate, and transfer
plate. The valve body contains valves and check balls
that control fluid delivery to the torque converter
clutch, solenoid/pressure switch assembly, and fric-
tional clutches. The valve body contains the following
components (Fig. 344):
²Regulator valve
²Solenoid switch valve
²Manual valve
²Converter clutch switch valve
²Converter clutch control valve
²Torque converter regulator valve
²Low/Reverse switch valve
In addition, the valve body also contains the ther-
mal valve, #2,3&4 check balls, the #5 (overdrive)
check valve and the 2/4 accumulator assembly. (Refer
to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC
- 41TE/VALVE BODY - DISASSEMBLY)
Fig. 344 Valve Body Assembly
1 - VALVE BODY
2 - T/C REGULATOR VALVE
3 - L/R SWITCH VALVE
4 - CONVERTER CLUTCH CONTROL VALVE
5 - MANUAL VALVE6 - CONVERTER CLUTCH SWITCH VALVE
7 - SOLENOID SWITCH VALVE
8 - REGULATOR VALVE
RSAUTOMATIC - 41TE21 - 289

OPERATION
NOTE: Refer to the Hydraulic Schematics for a
visual aid in determining valve location, operation
and design.
REGULATOR VALVE
The regulator valve controls hydraulic pressure in
the transaxle. It receives unregulated pressure from
the pump, which works against spring tension to
maintain oil at specific pressures. A system of sleeves
and ports allows the regulator valve to work at one of
three predetermined pressure levels. Regulated oil
pressure is also referred to as ªline pressure.º
SOLENOID SWITCH VALVE
The solenoid switch valve controls line pressure
from the LR/CC solenoid. In one position, it allows
the low/reverse clutch to be pressurized. In the other,
it directs line pressure to the converter control and
converter clutch valves.
MANUAL VALVE
The manual valve is operated by the mechanical
shift linkage. Its primary responsibility is to send
line pressure to the appropriate hydraulic circuits
and solenoids. The valve has three operating ranges
or positions.
CONVERTER CLUTCH SWITCH VALVE
The main responsibility of the converter clutch
switch valve is to control hydraulic pressure applied
to the front (off) side of the converter clutch piston.
Line pressure from the regulator valve is fed to the
torque converter regulator valve, where it passes
through the valve, and is slightly regulated. The
pressure is then directed to the converter clutch
switch valve and to the front side of the converter
clutch piston. This pressure pushes the piston back
and disengages the converter clutch.
CONVERTER CLUTCH CONTROL VALVE
The converter clutch control valve controls the
back (on) side of the torque converter clutch. When
the TCM energizes or modulates the LR/CC solenoid
to apply the converter clutch piston, both the con-
verter clutch control valve and the converter control
valve move, allowing pressure to be applied to the
back side of the clutch.
T/C REGULATOR VALVE
The torque converter regulator valve slightly regu-
lates the flow of fluid to the torque converter.
LOW/REVERSE SWITCH VALVE
The low/reverse clutch is applied from different
sources, depending on whether low (1st) gear or
reverse is selected. The low/reverse switch valve
alternates positions depending on from which direc-
tion fluid pressure is applied. By design, when the
valve is shifted by fluid pressure from one channel,
the opposing channel is blocked. The switch valve
alienates the possibility of a sticking ball check, thus
providing consistent application of the low/reverse
clutch under all operating conditions.
REMOVAL
NOTE: If valve body is replaced or reconditioned,
the TCM Quick Learn Procedure must be per-
formed. (Refer to 8 - ELECTRICAL/ELECTRONIC
CONTROL MODULES/TRANSMISSION CONTROL
MODULE - STANDARD PROCEDURE)
(1) Disconnect battery negative cable.
(2) Disconnect gearshift cable from manual valve
lever.
(3) Remove manual valve lever from manual shaft.
(4) Raise vehicle on hoist.
(5) Remove oil pan bolts (Fig. 345).
Fig. 345 Oil Pan Bolts
1 - OIL PAN BOLTS (USE RTV UNDER BOLT HEADS)
21 - 290 AUTOMATIC - 41TERS
VALVE BODY (Continued)