2001 DODGE TOWN AND COUNTRY ESP

OPERATION
The ECM uses the mass air flow (MAF) sensor to
measure air density. The MAF sensor contains a
ceramic element. A signal voltage is provided to the
element. As engine speed increases, airflow across
the ceramic element increases. Changes in air flow
and air density cause the temperature of the ceramic
element to fluxuate. The ceramic element changes
resistance respectively to changes in temperature.
The change in resistance varies the signal voltage
output to the ECM. The diesel power relay supplies
battery power the to MAF sensor. Ground is provided
by the ECM. The MAF sensor signal is provided by
the ECM.
REMOVAL
(1) Disconnect negative battery cable.
(2) Disconnect MAF sensor electrical connector
(Fig. 9).
(3) Loosen MAF sensor retaining clamps (Fig. 9).
(4) Remove MAF sensor from airduct (Fig. 9).
INSTALLATION
(1) Install MAF sensor in airduct (Fig. 9).
(2) Tighten retaining clamps (Fig. 9).(3) Connect MAF sensor electrical connector (Fig.
9).
(4) Connect negative battery cable.
Fig. 9 MASS AIR FLOW (MAF) SENSOR LOCATION
1 - MAF SENSOR ELECTRICAL CONNECTOR
2 - RETAINING CLAMPS
3 - MASS AIR FLOW (MAF) SENSOR
4 - AIR CLEANER HOUSING
RGFUEL INJECTION14a-15
MASS AIR FLOW (MAF) SENSOR (Continued)
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STEERING
TABLE OF CONTENTS
page page
STEERING
DESCRIPTION............................1
OPERATION.............................1
DIAGNOSIS AND TESTING..................1
POWER STEERING SYSTEM FLOW AND
PRESSURE TEST........................1STEERING SYSTEM DIAGNOSIS CHARTS....3
SPECIFICATIONS.........................9
SPECIAL TOOLS..........................9
COLUMN...............................10
GEAR.................................17
PUMP.................................24
STEERING
DESCRIPTION - POWER STEERING SYSTEM
This vehicle comes with power steering as stan-
dard equipment and it is the only steering system
available. The power steering system consists of
these major components:
²POWER STEERING PUMP
²POWER STEERING GEAR
²POWER STEERING FLUID RESERVOIR
²POWER STEERING FLUID SUPPLY HOSE
²POWER STEERING FLUID PRESSURE HOSE
²POWER STEERING FLUID RETURN HOSE
²POWER STEERING FLUID COOLER
For information on the first two components, refer
to their respective sections within this service man-
ual group. Information on all other components can
be found in POWER STEERING PUMP.
OPERATION - POWER STEERING SYSTEM
Turning of the steering wheel is converted into linear
(side-to-side) travel through the meshing of the helical
pinion teeth with the rack teeth within the steering
gear. The lateral travel pushes and pulls the tie rods to
change the direction of the vehicle's front wheels.
Power assist steering is provided by a belt driven
rotary type pump. It directs fluid through power
steering fluid hoses to the power steering gear where
it is used to assist the driver's turning effort.
Manual steering control of the vehicle can be main-
tained if power steering assist is lost. However, under
this condition, steering effort is significantly increased.
DIAGNOSIS AND TESTING - POWER STEERING
SYSTEM FLOW AND PRESSURE TEST
ALL ENGINES
The following procedure is to be used to test the
operation of the power steering system on this vehi-
cle. This test will provide the flow rate of the power
steering pump along with the maximum relief pres-sure. This test is to be performed any time a power
steering system problem is present to determine if
the power steering pump or power steering gear is
not functioning properly. The following flow and pres-
sure test is performed using the Power Steering Ana-
lyzer Kit, Special Tool 6815 (Fig. 1), hoses, Special
Tools 6905 and 6959, and fittings from adapter kit,
Special Tool 6893.
Assemble hoses on Power Steering Analyzer, Spe-
cial Tool 6815, as shown. Install Pressure Hose, Spe-
cial Tool 6905 (in 6893 kit), in the inlet fitting on
Power Steering Analyzer. Install Pressure Hose, Spe-
cial Tool 6713 (in 6815 kit) on Pressure Hose, Special
Tool 6905. Install Pressure Hose, Special Tool 6959,
in the outlet fitting on Power Steering Analyzer.
Install the following adapters from Adapter Set,
Special Tool 6893 (Fig. 2), on the analyzer hose ends:
Install Adapter Fitting, Special Tool 6844, on Pres-
sure Hose, Special Tool 6713. Install Adapter Fitting,
Special Tool 6826, on Pressure Hose, Special Tool
6959.
Fig. 1 Power Steering Analyzer With Hoses Installed
1 - OUTLET
2 - SPECIAL TOOL 6815
3 - INLET
RSSTEERING19-1
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(5) Low line pressure in all positions indicates a
defective pump, a clogged filter, or a stuck pressure
regulator valve.
GOVERNOR PRESSURE
Test only if transaxle shifts at wrong vehicle
speeds when throttle cable is correctly adjusted.
(1) Connect a 100 psi gauge to governor pressure
port. It is located at lower right side of case, below
differential cover (Fig. 2).
(2) Operate transaxle in third gear to read pres-
sures. The governor pressure should respond
smoothly to changes in mph and should return to 0
to 3 psi when vehicle is stopped. High pressure
(above 3 psi) at standstill will prevent the transaxle
from downshifting.
THROTTLE PRESSURE
No gauge port is provided for throttle pressure.
Incorrect throttle pressure should be suspected if
part throttle upshift speeds are either delayed or
occur too early in relation to vehicle speed. Engine
runaway on shifts can also be an indicator of low
throttle pressure setting, or misadjusted throttle
cable.
In no case should throttle pressure be adjusted
until the transaxle throttle cable adjustment has
been verified to be correct.
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. 3).
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. 3). 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 converter itself. Pump seal or gasket leaksusually travel down the inside of the converter hous-
ing (Fig. 3).
TORQUE CONVERTER LEAKAGE
Possible sources of torque converter leakage are:
²Torque converter weld leaks at the outside diam-
eter weld (Fig. 4).
²Torque converter hub weld (Fig. 4).
Fig. 3 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. 4 Converter Leak PointsÐTypical
1 - OUTSIDE DIAMETER WELD
2 - TORQUE CONVERTER HUB WELD
3 - STARTER RING GEAR
4 - LUG
21 - 34 AUTOMATIC - 31THRS
AUTOMATIC - 31TH (Continued)
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DIAGNOSIS AND TESTING - CLUTCH AND
SERVO AIR PRESSURE TESTS
A no drive condition might exist even with correct
fluid pressure, because of inoperative clutches or
bands. The inoperative units, clutches, bands, and
servos can be located through a series of tests. This
is done by substituting air pressure for fluid pressure
(Fig. 5).
The front and rear clutches, kickdown servo, and
low-reverse servo may be tested by applying air pres-
sure to their respective passages. To make air pres-
sure tests, proceed as follows:
NOTE: Compressed air supply must be free of all
dirt or moisture. Use a pressure of 30 psi.Remove oil pan and valve body. Refer to Valve
Body for removal procedure.FRONT CLUTCH
Apply air pressure to front clutch apply passage
and listen for a dull thud which indicates that front
clutch is operating. Hold air pressure on for a few
seconds and inspect system for excessive oil leaks.
REAR CLUTCH
Apply air pressure to rear clutch apply passage
and listen for a dull thud which indicates that rear
clutch is operating. Also inspect for excessive oil
leaks. If a dull thud cannot be heard in the clutches,
place finger tips on clutch housing and again apply
air pressure. Movement of piston can be felt as the
clutch is applied.
Fig. 5 Air Pressure Tests
1 - PUMP SUCTION
2 - PUMP PRESSURE
3 - FRONT CLUTCH APPLY
4 - REAR CLUTCH APPLY
5 - TO TORQUE CONVERTER
6 - FROM TORQUE CONVERTER
7 - TO OIL COOLER
8 - KICKDOWN SERVO OFF
9 - KICKDOWN SERVO ON10 - ACCUMULATOR OFF
11 - ACCUMULATOR ON
12 - LOW-REVERSE SERVO APPLY
13 - GOVERNOR PRESSURE
14 - LINE PRESSURE TO GOVERNOR
15 - GOVERNOR PRESSURE PLUG
16 - GOVERNOR PRESSURE
17 - BYPASS VALVE BORE
RSAUTOMATIC - 31TH21-35
AUTOMATIC - 31TH (Continued)
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A conventional mechanical interlock system is also
used. This system manually prohibits shifter move-
ment when the ignition switch is in the LOCK or
ACC positions. Solenoid operation is not required in
these key positions. When the ignition key is in the
OFF position, the gearshift lever is unrestricted, and
able to move into any gear position (during towing,
dead battery, etc.).
For intended BTSI system operation, refer to the
following chart:
ACTION EXPECTED RESPONSE
1. Turn key to the9OFF9
position.1. Shifter CAN be shifted
out of park.
2. Turn key to the
9ON/RUN9position.2. Shifter CANNOT be
shifted out of park.
3. Turn key to the
9ON/RUN9position and
depress the brake pedal.3. Shifter CAN be shifted
out of park.
4. Leave shifter in any
gear and try to return key
to the9LOCK9or9ACC9
position.4. Key cannot be
returned to the9LOCK9or
9ACC9position.
5. Return shifter to
9PARK9and try to remove
the key.5. Key can be removed
(after returning to9LOCK9
position).
6. With the key removed,
try to shift out of9PARK9.6. Shifter cannot be
shifted out of9PARK9.
NOTE: Any failure to meet these expected
responses requires system adjustment or repair.
DIAGNOSIS AND TESTING - BRAKE/
TRANSMISSION SHIFT INTERLOCK SOLENOID
For intended BTSI system operation, refer to the
following chart:
ACTION EXPECTED RESPONSE
1. Turn key to the9OFF9
position.1. Shifter CAN be shifted
out of park.
2. Turn key to the
9ON/RUN9position.2. Shifter CANNOT be
shifted out of park.
3. Turn key to the
9ON/RUN9position and
depress the brake pedal.3. Shifter CAN be shifted
out of park.
4. Leave shifter in any
gear and try to return key
to the9LOCK9or9ACC9
position.4. Key cannot be
returned to the9LOCK9or
9ACC9position.
5. Return shifter to
9PARK9and try to remove
the key.5. Key can be removed
(after returning to9LOCK9
position).
6. With the key removed,
try to shift out of9PARK9.6. Shifter cannot be
shifted out of9PARK9.
NOTE: Any failure to meet these expected
responses requires system repair. Refer to the
appropriate Diagnostic Information.
REMOVAL
(1) Disconnect battery negative cable.
(2) Remove instrument panel lower shroud (Fig.
214).
Fig. 213 Pawl Disengaged From Shift Lever
1 - GEAR SHIFT LEVER
2 - GEAR SHIFT LEVER PAWL
Fig. 214 Instrument Panel Lower Silencer
1 - INSTRUMENT PANEL LOWER SILENCER
RSAUTOMATIC - 31TH21 - 115
SHIFT INTERLOCK SOLENOID (Continued)
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(2) Verify gearshift lever is in PARK (P) and con-
nect solenoid connector (Fig. 219).
(3) Install steering column lower shroud.
(4) Install knee bolster (Fig. 220).
(5) Install instrument panel lower silencer (Fig.
221).
(6) Connect battery negative cable.
(7) Verify proper shift interlock system operation.
(Refer to 21 - TRANSMISSION/TRANSAXLE/AUTO-MATIC - 31TH/SHIFT INTERLOCK SOLENOID -
OPERATION)
SOLENOID - TCC
DESCRIPTION
The torque converter clutch (TCC) solenoid is fas-
tened to the transaxle valve body, and its connector
protrudes through the transaxle case (Fig. 222).
OPERATION
The torque converter clutch solenoid is responsible
for controlling application of the torque converter
clutch. It is controlled by the Powertrain Control
Module (PCM), which determines when conditions
are acceptable for torque converter lock-up.
Fig. 219 BTSI Solenoid Connector
1 - BTSI SOLENOID
2 - SOLENOID CONNECTOR
Fig. 220 Knee Bolster
1 - KNEE BOLSTER
Fig. 221 Instrument Panel Lower Silencer
1 - INSTRUMENT PANEL LOWER SILENCER
Fig. 222 Torque Converter Clutch Solenoid
1 - TCC SOLENOID WIRING CONNECTOR
RSAUTOMATIC - 31TH21 - 117
SHIFT INTERLOCK SOLENOID (Continued)
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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)
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OPERATION
The function of an accumulator is to cushion the
application of a frictional clutch element. When pres-
surized fluid is applied to a clutch circuit, the appli-
cation force is dampened by fluid collecting in the
respective accumulator chamber against the piston
and spring(s). The intended result is a smooth, firm
clutch application.
AUTOSTICK SWITCH
DESCRIPTION
Autostick is a driver-interactive transaxle feature
that offers manual gear shifting capability. The con-
trol switch is part of the transaxle gear shift lever as
shown in (Fig. 175). It can only be serviced by replac-
ing the gearshift lever assembly. (Refer to 19 -
STEERING/COLUMN/GEAR SHIFT LEVER -
REMOVAL)
OPERATION
When the shift lever is moved into the Autostick
position (as indicated by the Shift Lever Position
Indicator in the cluster), the transaxle remains in
whatever gear it was using before Autostick was acti-
vated. The TCM sends a 5 volt signal through the
switch and then monitors the signal for voltage drop.
Each switch state (driver command) results in a spe-
cific voltage reading sensed by the TCM. The TCM
then determines transaxle operation (upshift/down-
shift/OD Lockout) based on their corresponding volt-
age. Refer to the following chart for corresponding
switch states and voltage readings:
Switch State Voltage Reading
Autostick DOWN
depressed0.3V-1.6V
Autostick UP depressed 1.6V-2.8V
Overdrive OFF9Lockout9
depressed2.8V-3.8V
All switches open 3.8V-4.8V
-Voltage values <.3V and >4.8V are considered
INVALID and will result in a DTC
Moving the switch up causes an upshift and mov-
ing the switch down causes a downshift. The instru-
ment cluster will illuminate the selected gear. The
vehicle can be launched in 1st, 2nd, or 3rd gear while
in the Autostick mode. The speed control is operable
Fig. 173 Low/Reverse Accumulator Assembly
1 - ACCUMULATOR PISTON
2 - SEAL RINGS
3 - RETURN SPRINGS
4 - (NOTE NOTCH)
Fig. 174 2/4 Accumulator Assembly
1 - VALVE BODY
2 - RETAINER PLATE
3 - DETENT SPRING
4 - SPRINGS
5 - SEALS
6 - PISTON
Fig. 175 Autostick Switch Location (if equipped)
RSAUTOMATIC - 41TE21 - 233
ACCUMULATOR (Continued)
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