2002 CHRYSLER CARAVAN transmission oil

INSTALLATION
NOTE: When the transaxle cooler lines are removed
from the rolled-groove type fittings at the cooler
and transaxle, damage to the inner wall of hose will
occur. To prevent potential leakage, the cooler
hoses must be replaced.
(1) Connect hoses to cooler and transaxle fittings
(Fig. 3) or (Fig. 4).
(2) Using appropriate pliers, position clamps over
fittings and release tension.
(3) Start engine and check transaxle fluid level.
Adjust fluid level as necessary.
Fig. 4 TRANSAXLE OIL COOLER LINES - 31TH
1 - FITTING - COOLER RETURN
2 - FITTING - COOLER SUPPLY
3 - HOSES - TRANSAXLE COOLER
4 - FITTING - COOLER OUTLET
5 - FITTING - COOLER INLET
7 - 40 TRANSMISSIONRS
TRANSMISSION OIL COOLER LINES (Continued)
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²Ignition sense
²Intake Air Temperature Sensor
²Knock Sensor
²Leak Detection Pump Feedback
²Manifold Absolute Pressure (MAP) Sensor
²Park/Neutral (from transmission control module)
²PCI Bus
²Power Steering Pressure Switch
²Proportional Purge Sense
²SCI Receive
²Speed Control
²Throttle Position Sensor
²Torque Management Input (From TCM)
²Transaxle Control Module (TCM)
²Transaxle Gear Engagement (From TCM)
²Vehicle Speed (from transmission control mod-
ule)
NOTE: PCM Outputs:
²Air Conditioning Clutch Relay
²Automatic Shut Down (ASD) and Fuel Pump
Relays
²Data Link Connector (PCI and SCI Transmit)
²Double Start Override
²EGR Solenoid
²Fuel Injectors
²Generator Field
²High Speed Fan Relay
²Idle Air Control Motor
²Ignition Coils
²Leak Detection Pump
²Low Speed Fan Relay
²MTV Actuator
²Proportional Purge Solenoid
²SRV Valve
²Speed Control Relay
²Speed Control Vent Relay
²Speed Control Vacuum Relay
²8 Volt Output
²5 Volt Output
Based on inputs it receives, the powertrain control
module (PCM) adjusts fuel injector pulse width, idle
speed, ignition timing, and canister purge operation.
The PCM regulates the cooling fans, air conditioning
and speed control systems. The PCM changes gener-
ator charge rate by adjusting the generator field.
The PCM adjusts injector pulse width (air-fuel
ratio) based on the following inputs.
²Battery Voltage
²Intake Air Temperature Sensor
²Engine Coolant Temperature
²Engine Speed (crankshaft position sensor)²Exhaust Gas Oxygen Content (heated oxygen
sensors)
²Manifold Absolute Pressure
²Throttle Position
The PCM adjusts engine idle speed through the
idle air control motor based on the following inputs.
²Brake Switch
²Engine Coolant Temperature
²Engine Speed (crankshaft position sensor)
²Park/Neutral (transmission gear selection)
²Transaxle Gear Engagement
²Throttle Position
²Vehicle Speed (from Transmission Control Mod-
ule)
The PCM adjusts ignition timing based on the fol-
lowing inputs.
²Intake Air Temperature
²Engine Coolant Temperature
²Engine Speed (crankshaft position sensor)
²Knock Sensor
²Manifold Absolute Pressure
²Park/Neutral (transmission gear selection)
²Transaxle Gear Engagement
²Throttle Position
The automatic shut down (ASD) and fuel pump
relays are mounted externally, but turned on and off
by the powertrain control module through the same
circuit.
The camshaft and crankshaft signals are sent to
the powertrain control module. If the PCM does not
receive both signals within approximately one second
of engine cranking, it deactivates the ASD and fuel
pump relays. When these relays are deactivated,
power is shut off to the fuel injectors, ignition coils,
fuel pump and the heating element in each oxygen
sensor.
The PCM contains a voltage converter that
changes battery voltage to a regulated 8.0 volts. The
8.0 volts power the camshaft position sensor, crank-
shaft position sensor and vehicle speed sensor. The
PCM also provides a 5.0 volts supply for the engine
coolant temperature sensor, intake air temperature
sensor, manifold absolute pressure sensor and throt-
tle position sensor.
The PCM engine control strategy prevents reduced
idle speeds until after the engine operates for 320 km
(200 miles). If the PCM is replaced after 320 km (200
miles) of usage, update the mileage in new PCM. Use
the DRB scan tool to change the mileage in the PCM.
Refer to the appropriate Powertrain Diagnostic Man-
ual and the DRB scan tool.
8E - 12 ELECTRONIC CONTROL MODULESRS
POWERTRAIN CONTROL MODULE (Continued)
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(M) Check Engine Lamp (MIL) will illuminate during engine operation if this Diagnostic Trouble Code was recorded.
(G) Generator Lamp Illuminated
GENERIC
SCAN TOOL
CODEDRB SCAN TOOL DISPLAY DESCRIPTION OF DIAGNOSTIC TROUBLE CODE
P0522 Oil Pressure Sens Low Oil pressure sensor input below acceptable voltage.
P0523 Oil Pressure Sens High Oil pressure sensor input above acceptable voltage.
P0532 A/C Pressure Sensor Low A/C pressure sensor input below the minimum acceptable
voltage.
P0533 A/C Pressure Sensor High A/C pressure sensor input above the maximum acceptable
voltage.
P0551 (M) Power Steering Switch Failure Incorrect input state detected for the power steering switch
circuit. PL: High pressure seen at high speed.
P0562 Battery Voltage Low Battery voltage sense input below the minimum acceptable
voltage.
P0563 Battery Voltage High Battery voltage sense input above the maximum acceptable
voltage.
P0579 Speed Control Switch #1 Performance Cruise switch stuck in a valid voltage range.
P0580 Speed Control Switch #1 Low Speed control switch input below minimum acceptable
voltage.
P0581 Speed Control Switch #1 High Speed control switch input above maximum acceptable
voltage.
P0582 Speed Control Vacuum Solenoid
CircuitAn open or shorted condition detected in speed control
Vacuum solenoid control circuit.
P0586 Speed Control Vent Solenoid Circuit An open or shorted condition detected in speed control vent
solenoid control circuit.
P0594 Speed Control Servo Power Circuit An open or shorted condition open/short condition detected
in the speed control servo power control circuit.
P0600 (M) PCM Failure SPI Communications No communication detected between co-processors in the
control module.
P0601 (M) Internal Controller Failure Internal control module fault condition (check sum) detected.
P0604 Internal Trans Controller Transmission control module RAM self test fault detected.
-Aisin transmission.
P0605 Internal Trans Controller Transmission control module ROM self test fault detected
-Asian transmission.
P0615 Starter Relay Circuit Open or shorted condition detected in the starter relay
control circuit.
P0622 (G) Generator Field Not Switching Properly An open or shorted condition detected in the generator field
control circuit.
P0627 Fuel Pump Relay Circuit An open or shorted condition detected in the fuel pump relay
control circuit.
P0630 VIN Not Programmed In PCM VIN is not programmed in the control module EEPROM.
P0632 Odometer Not Programmed In PCM Odometer is not programmed in the control module
EEPROM.
P0633 SKIM Key Not Programmed In PCM SKIM secert key is not programmed in the control module
EEPROM.
P0645 A/C Clutch Relay Circuit An open or shorted condition detected in the A/C clutch relay
control circuit.
RSELECTRONIC CONTROL MODULES8E-19
POWERTRAIN CONTROL MODULE (Continued)
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CLUTCH VOLUME INDEX (CVI)
An important function of the TCM is to monitor
Clutch Volume Index (CVI). CVIs represent the vol-
ume of fluid needed to compress a clutch pack.
The TCM monitors gear ratio changes by monitor-
ing the Input and Output Speed Sensors. The Input,
or Turbine Speed Sensor sends an electrical signal to
the TCM that represents input shaft rpm. The Out-
put Speed Sensor provides the TCM with output
shaft speed information.
By comparing the two inputs, the TCM can deter-
mine transaxle gear ratio. This is important to the
CVI calculation because the TCM determines CVIs
by monitoring how long it takes for a gear change to
occur (Fig. 15).
Gear ratios can be determined by using the DRB
Scan Tool and reading the Input/Output Speed Sen-
sor values in the ªMonitorsº display. Gear ratio can
be obtained by dividing the Input Speed Sensor value
by the Output Speed Sensor value.
For example, if the input shaft is rotating at 1000
rpm and the output shaft is rotating at 500 rpm,
then the TCM can determine that the gear ratio is
2:1. In direct drive (3rd gear), the gear ratio changes
to 1:1. The gear ratio changes as clutches are applied
and released. By monitoring the length of time it
takes for the gear ratio to change following a shift
request, the TCM can determine the volume of fluid
used to apply or release a friction element.
The volume of transmission fluid needed to apply
the friction elements are continuously updated for
adaptive controls. As friction material wears, the vol-
ume of fluid need to apply the element increases.
Certain mechanical problems within the clutch
assemblies (broken return springs, out of position
snap rings, excessive clutch pack clearance, improper
assembly, etc.) can cause inadequate or out-of-rangeclutch volumes. Also, defective Input/Output Speed
Sensors and wiring can cause these conditions. The
following chart identifies the appropriate clutch vol-
umes and when they are monitored/updated:
CLUTCH VOLUMES
ClutchWhen Updated
Proper Clutch
Volume
Shift Sequence Oil Temperature Throttle Angle
L/R2-1 or 3-1 coast
downshift>70É <5É 35to83
2/4 1-2 shift
> 110É5 - 54É20 to 77
OD 2-3 shift 48 to 150
UD 4-3 or 4-2 shift > 5É 24 to 70
Fig. 15 Example of CVI Calculation
1 - OUTPUT SPEED SENSOR
2 - OUTPUT SHAFT
3 - CLUTCH PACK
4 - SEPARATOR PLATE
5 - FRICTION DISCS
6 - INPUT SHAFT
7 - INPUT SPEED SENSOR
8 - PISTON AND SEAL
RSELECTRONIC CONTROL MODULES8E-29
TRANSMISSION CONTROL MODULE (Continued)
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SHIFT SCHEDULES
As mentioned earlier, the TCM has programming that
allows it to select a variety of shift schedules. Shift
schedule selection is dependent on the following:
²Shift lever position
²Throttle position
²Engine load²Fluid temperature
²Software level
As driving conditions change, the TCM appropri-
ately adjusts the shift schedule. Refer to the follow-
ing chart to determine the appropriate operation
expected, depending on driving conditions.
Schedule Condition Expected Operation
Extreme ColdOil temperature at start-up below
-16É FPark, Reverse, Neutral and 2nd
gear only (prevents shifting which
may fail a clutch with frequent
shifts)
ColdOil temperature at start-up above
-12É F and below 36É F± Delayed 2-3 upshift
(approximately 22-31 mph)
± Delayed 3-4 upshift (45-53 mph)
± Early 4-3 costdown shift
(approximately 30 mph)
± Early 3-2 coastdown shift
(approximately 17 mph)
± High speed 4-2, 3-2, 2-1 kickdown
shifts are prevented
± No EMCC
WarmOil temperature at start-up above
36É F and below 80 degree F± Normal operation (upshift,
kickdowns, and coastdowns)
± No EMCC
HotOil temperature at start-up above
80É F± Normal operation (upshift,
kickdowns, and coastdowns)
± Full EMCC, no PEMCC except to
engage FEMCC (except at closed
throttle at speeds above 70-83 mph)
OverheatOil temperature above 240É F or
engine coolant temperature above
244É F± Delayed 2-3 upshift (25-32 mph)
± Delayed 3-4 upshift (41-48 mph)
± 3rd gear FEMCC from 30-48 mph
± 3rd gear PEMCC from 27-31 mph
Super OverheatOil temperature above 260É F ± All9Overheat9shift schedule
features apply
± 2nd gear PEMCC above 22 mph
± Above 22 mph the torque
converter will not unlock unless the
throttle is closed or if a wide open
throttle 2nd PEMCC to 1 kickdown
is made
8E - 30 ELECTRONIC CONTROL MODULESRS
TRANSMISSION CONTROL MODULE (Continued)
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STANDARD PROCEDURE
STANDARD PROCEDURE - PINION FACTOR
SETTING
NOTE: This procedure must be performed if the
Transmission Control Module (TCM) has been
replaced with a NEW or replacement unit. Failure to
perform this procedure will result in an inoperative
or improperly calibrated speedometer.
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 (final drive and tires) available. Pinion Factor
allows the technician to set the Transmission Control
Module initial setting so that the speedometer read-
ings will be correct. To properly read and/or reset the
Pinion Factor, it is necessary to use a DRBIIItscan
tool.
(1) Plug the DRBIIItscan tool into the diagnostic
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 DRBIIItscan tool screen.
STANDARD PROCEDURE - QUICK LEARN
PROCEDURE
The quick learn procedure requires the use of the
DRBIIItscan tool. This program allows the elec-
tronic transaxle system to recalibrate itself. This will
provide the best possible transaxle operation.
NOTE: The quick learn procedure should be per-
formed if any of the following procedures are per-
formed:
²Transaxle Assembly Replacement
²Transmission Control Module Replacement
²Solenoid/Pressure Switch Assembly Replacement
²Clutch Plate and/or Seal Replacement
²Valve Body Replacement or Recondition
To perform the Quick Learn Procedure, the follow-
ing conditions must be met:
²The brakes must be applied
²The engine speed must be above 500 rpm
²The throttle angle (TPS) must be less than 3
degrees
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
DRBIIItindicates the procedure is complete
²The calculated oil temperature must be above
60É and below 200É(1) Plug the DRBIIItscan tool into the diagnostic
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 DRBIIItto perform the Quick
Learn Procedure.
REMOVAL
NOTE: If transmission control module is being
replaced with a new or replacement unit, the Pinion
Factor and Quick Learn procedures must be per-
formed. (Refer to 8 - ELECTRICAL/ELECTRONIC
CONTROL MODULES/TRANSMISSION CONTROL
MODULE - STANDARD PROCEDURE) (Refer to 8 -
ELECTRICAL/ELECTRONIC CONTROL MODULES/
TRANSMISSION CONTROL MODULE - STANDARD
PROCEDURE)
(1) Disconnect battery negative cable.
(2) Raise vehicle on hoist.
(3) Remove left front tire/wheel assembly.
(4) Pull back splash shield to gain access to TCM
location.
(5) Disconnect TCM 60-way connector (Fig. 16).
Fig. 16 Transmission Control Module 60-way
Connector
1 - TRANSMISSION CONTROL MODULE (TCM)
2 - 60-WAY CONNECTOR
RSELECTRONIC CONTROL MODULES8E-31
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Remove the starter relay from the PDC as
described in this group to perform the following tests:
(1) A relay in the de-energized position should
have continuity between terminals 87A and 30, and
no continuity between terminals 87 and 30. If OK, go
to Step 2. If not OK, replace the faulty relay.
(2) Resistance between terminals 85 and 86 (elec-
tromagnet) should be 75  5 ohms. If OK, go to Step
3. If not OK, replace the faulty relay.
(3) Connect a battery B+ lead to terminals 86 and
a ground lead to terminal 85 to energize the relay.
The relay should click. Also test for continuity
between terminals 30 and 87, and no continuity
between terminals 87A and 30. If OK, refer to Relay
Circuit Test procedure. If not OK, replace the faulty
relay.CAV FUNCTION
30 B (+)
85 P/N POSITION SW.SENSE
86 IGNITION SWITCH OUTPUT
87 STARTER RELAY OUTPUT
87A NO CONNECT
RELAY CIRCUIT TEST
(1) The relay common feed terminal cavity (30) is
connected to battery voltage and should be hot at all
times. If OK, go to Step 2. If not OK, repair the open
circuit to the PDC fuse as required.
(2) The relay normally closed terminal (87A) is
connected to terminal 30 in the de-energized position,
but is not used for this application. Go to Step 3.
(3) The relay normally open terminal (87) is con-
nected to the common feed terminal (30) in the ener-
gized position. This terminal supplies battery voltage
to the starter solenoid field coils. There should be
continuity between the cavity for relay terminal 87
and the starter solenoid terminal at all times. If OK,
go to Step 4. If not OK, repair the open circuit to the
starter solenoid as required.
(4) The coil battery terminal (86) is connected to
the electromagnet in the relay. It is energized when
the ignition switch is held in the Start position and
the clutch pedal is depressed (manual trans). Check
for battery voltage at the cavity for relay terminal 86
with the ignition switch in the Start position and the
clutch pedal is depressed (manual trans), and no
voltage when the ignition switch is released to the
On position. If OK, go to Step 5. If not OK, check for
an open or short circuit to the ignition switch and
repair, if required. If the circuit to the ignition switch
is OK, see the Ignition Switch Test procedure in this
group.
(5) The coil ground terminal (85) is connected to
the electromagnet in the relay. It is grounded
through the transmission range sensor only when the
gearshift selector lever is in the Park or Neutral
positions. Check for continuity to ground at the cav-
ity for relay terminal 85. If not OK with an auto-
matic transmission, check for an open or short circuit
to the transmission range sensor and repair. It is
grounded by the PCM if the conditions are right to
start the car. For automatic trans. cars the PCM
must see Park Neutral switch and near zero engine
rpm. For manual trans. cars the PCM only needs to
see near zero engine rpm. To diagnose the Park Neu-
tral switch of the trans range sensor refer to the
transaxle section for more information. Check for
continuity to ground while the ignition switch is in
the start position. If not OK and the vehicle has an
automatic trans. verify Park Neutral switch opera-
Starter Relay Pinout
Starter Relay Pinout
8F - 32 STARTINGRS
STARTING (Continued)
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(3) To disable the ignition and fuel systems, dis-
connect the Automatic Shutdown Relay (ASD). The
ASD relay is located in the Power Distribution Cen-
ter (PDC). Refer to the PDC cover for proper relay
location.
(4) Verify that all lights and accessories are OFF,
and the transmission shift selector is in the PARK
and SET parking brake.
CAUTION: Do not overheat the starter motor or
draw the battery voltage below 9.6 volts during
cranking operations.
(5) Rotate and hold the ignition switch in the
START position. Observe the volt-ampere tester (Fig.
3).
²If voltage reads above 9.6 volts, and amperage
draw reads above 280 amps, check for engine seizing
or faulty starter.
²If voltage reads 12.4 volts or greater and amper-
age reads 0 to 10 amps, check for corroded cables
and/or bad connections.
²Voltage below 9.6 volts and amperage draw
above 300 amps, the problem is the starter. Replace
the starter refer to starter removal.
(6) After the starting system problems have been
corrected, verify the battery state-of-charge and
charge battery if necessary. Disconnect all testing
equipment and connect ASD relay. Start the vehicle
several times to assure the problem has been cor-
rected.SPECIFICATIONS
STARTER
MANUFACTURER NIPPONDENSO
Engine Application 2.4L /3.3/3.8L
Power rating 1.2 Kw
Voltage 12 VOLTS
No. of Fields 4
No. of Poles 4
Brushes 4
Drive Conventional Gear Train
Free running Test
Voltage 11
Amperage Draw 73 Amp
Minimum Speed 3401 RPM
SolenoidClosing Voltage 7.5 Volts
Cranking Amperage Draw
test150 - 200 Amps.
Engine should be up to operating temperature.
Extremely heavy oil or tight engine will increase
starter amperage draw.
Torques
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Starter Mounting Bolts 47.4 35
Starter Solenoid Battery
Nut11.3 8.3 100
8F - 34 STARTINGRS
STARTING (Continued)
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