2002 CHRYSLER CARAVAN key battery

(6) Install gear shift cable to transaxle upper
mount bracket (Fig. 223). An audible ªclickº should
be heard.
(7) Connect gear shift cable end to transaxle man-
ual valve lever (Fig. 223).
(8) Adjust gearshift cable. (Refer to 21 - TRANS-
MISSION/TRANSAXLE/AUTOMATIC - 41TE/GEAR
SHIFT CABLE - ADJUSTMENTS)
(9) Install speed control servo into position.
(10) Install battery.
(11) Install battery shield.
(12) Connect battery cables.
ADJUSTMENTS
GEARSHIFT CABLE ADJUSTMENT
VERIFICATION
(1) Place gearshift lever in gated park (P).
(2) Attempt to move vehicle by rocking back and
forth on level ground. If vehicle does not move,
attempt to start engine. If engine starts, the park
position is correct.
(3) Set parking brake.
(4) Turn key to on/run and depress brake pedal.
Place gearshift lever in neutral (N).(5) Attempt to start engine. If engine starts in
both neutral (N) or park (P), gearshift cable is
adjusted properly. No adjustment is required.
(6) If engine does not start in either park (P) or
neutral (N), perform adjustment procedure.
ADJUSTMENT
(1) Park the vehicle on level ground and set the
parking brake.
(2) Place the gearshift lever in gated park (P) and
remove ignition key.
(3) Loosen the cable adjustment screw at the
transaxle manual valve lever (Fig. 224).
(4) Pull the gearshift lever fully forward to the
park detent position.
(5) Release the park brake, then rock the vehicle
to assure it is in park. 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) Verify adjustment by using the verification pro-
cedure.
Fig. 223 Gearshift Cable at Transaxle
1 - MANUAL VALVE LEVER
2 - GEAR SHIFT CABLE
3 - UPPER MOUNT BRACKET
Fig. 224 Gearshift Cable Adjustment
1 - GEARSHIFT CABLE ADJUSTMENT SCREW
2 - GEARSHIFT CABLE
21 - 254 41TE AUTOMATIC TRANSAXLERS
GEAR SHIFT CABLE (Continued)
ProCarManuals.com

OPERATION
The Brake/Transmission Shift Interlock (BTSI)
Solenoid prevents the transmission shift lever from
being moved out of PARK (P) unless the brake pedal
is applied. The BTSI solenoid is hardwired to and
controlled by the Intelligent Power Module (IPM).
Battery voltage is applied to one side of the solenoid
with the ignition key is in either the OFF, ON/RUN,
or START positions (Fig. 302). The ground side of the
solenoid is controlled by a driver within the IPM. It
relies on voltage supplied from the stop lamp switch
to the stop lamp sense circuit within the IPM to tell
when the brake pedal is depressed. When the brake
pedal is depressed, the ground circuit opens, de-ener-
gizing the solenoid. When the brake pedal is
released, the ground circuit is closed, energizing the
solenoid.
When the ignition key is in either the OFF,
ON/RUN, or START positions, the BTSI solenoid is
energized, and the solenoid plunger hook pulls the
shift lever pawl into position, prohibiting the shift
lever from moving out of PARK (P) (Fig. 303). When
the brake pedal is depressed, the ground circuit
opens, de-energizing the solenoid. This moves the
gearshift lever pawl out of the way (Fig. 304), allow-
ing the shift lever to be moved into any gear position.
Fig. 302 Ignition Key/Switch Positions
1 - ACC
2 - LOCK
3 - OFF
4 - ON/RUN
5-START
Fig. 303 Pawl Engaged to Shift Lever
1 - GEAR SHIFT LEVER
2 - GEAR SHIFT LEVER PAWL
Fig. 304 Pawl Disengaged From Shift Lever
1 - GEAR SHIFT LEVER
2 - GEAR SHIFT LEVER PAWL
21 - 276 41TE AUTOMATIC TRANSAXLERS
SHIFT INTERLOCK SOLENOID (Continued)
ProCarManuals.com

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.
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 with brake
pedal applied.
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 with brake
pedal applied.
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).
ACTION EXPECTED RESPONSE
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.
305).
(3) Remove knee bolster (Fig. 306).
Fig. 305 Instrument Panel Lower Silencer
1 - INSTRUMENT PANEL LOWER SILENCER
Fig. 306 Knee Bolster
1 - KNEE BOLSTER
RS41TE AUTOMATIC TRANSAXLE21 - 277
SHIFT INTERLOCK SOLENOID (Continued)
ProCarManuals.com

TRANSMISSION CONTROL
RELAY
DESCRIPTION
The transmission control relay (Fig. 336) is located
in the Intelligent Power Module (IPM), which is
located on the left side of the engine compartment
between the battery and left fender.
OPERATION
The relay is supplied fused B+ voltage, energized by
the TCM, and is used to supply power to the solenoid
pack when the transmission is in normal operating mode.
When the relay is ªoffº, no power is supplied to the sole-
noid pack and the transmission is in ªlimp-inº mode.
After a controller reset (ignition key turned to the ªrunº
position or after cranking engine), the TCM energizes the
relay. Prior to this, the TCM verifies that the contacts
are open by checking for no voltage at the switched bat-
tery terminals. After this is verified, the voltage at the
solenoid pack pressure switches is checked. After the
relay is energized, the TCM monitors the terminals to
verify that the voltage is greater than 3 volts.
TRANSMISSION RANGE
SENSOR
DESCRIPTION
The Transmission Range Sensor (TRS) is mounted
to the top of the valve body inside the transaxle andcan only be serviced by removing the valve body. The
electrical connector extends through the transaxle
case (Fig. 337) .
The Transmission Range Sensor (TRS) has four
switch contacts that monitor shift lever position and
send the information to the TCM.
The TRS also has an integrated temperature sen-
sor (thermistor) that communicates transaxle tem-
perature to the TCM and PCM (Fig. 338) .
Fig. 336 Transmission Control Relay Location
1 - TRANSMISSION CONTROL RELAY
2 - LEFT FENDER
3 - INTELLIGENT POWER MODULE (IPM)
4 - BATTERY
Fig. 337 Transmission Range Sensor (TRS)
Location
1 - TRANSMISSION RANGE SENSOR
Fig. 338 Transmission Temperature Sensor
1 - TRANSMISSION RANGE SENSOR
2 - TEMPERATURE SENSOR
RS41TE AUTOMATIC TRANSAXLE21 - 291
ProCarManuals.com

REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
WARNING: THE BLOWER MOTOR RESISTOR MAY
GET VERY HOT DURING NORMAL OPERATION. IF
THE BLOWER MOTOR WAS TURNED ON, WAIT
FIVE MINUTES TO ALLOW THE BLOWER MOTOR
RESISTOR TO COOL BEFORE PERFORMING DIAG-
NOSIS OR SERVICE. FAILURE TO TAKE THIS PRE-
CAUTION CAN RESULT IN PERSONAL INJURY.
CAUTION: Do not operate the blower motor with the
blower motor resistor removed from the circuit.
Failure to take this precaution can result in vehicle
damage.
(1) Disconnect and isolate the battery negative
cable.
(2) Open the glove box.
(3) Flex both sides of the glove box bin inward
near the top far enough for the rubber glove box stop
bumpers to clear the sides of the glove box opening,
then roll the glove box downward.
(4) Reach through the glove box opening to access
and disconnect the instrument panel wire harness
connector for the blower motor resistor from the
resistor connector receptacle (Fig. 10).
(5) Reach through the glove box opening to access
and disconnect the blower motor pigtail wire connec-
tor from the resistor connector receptacle.
(6) Remove the two screws that secure the blower
motor resistor to the evaporator housing.
(7) Remove the blower motor resistor from the
evaporator housing.
INSTALLATION
CAUTION: Do not operate the blower motor with the
blower motor resistor removed from the circuit.
Failure to take this precaution can result in vehicle
damage.(1) Position the blower motor resistor into the
evaporator housing.
(2) Install and tighten the two screws that secure
the blower motor resistor to the evaporator housing.
Tighten the screws to 2 N´m (17 in. lbs.).
(3) Reconnect the blower motor pigtail wire con-
nector to the blower motor resistor connector recep-
tacle.
(4) Reconnect the instrument panel wire harness
connector for the blower motor resistor to the resistor
connector receptacle.
(5) Flex both sides of the glove box bin inward
near the top far enough for the rubber glove box stop
bumpers to clear the sides of the glove box opening,
then roll the glove box upward.
(6) Close and latch the glove box.
(7) Reconnect the battery negative cable.
COMPRESSOR CLUTCH
DESCRIPTION
The compressor clutch assembly consists of a sta-
tionary electromagnetic coil with a zener diode, a hub
bearing and pulley assembly, and a clutch plate (Fig.
11). The electromagnetic coil unit and the hub bear-
ing and pulley assembly are each retained on the
nose of the compressor front housing with snap rings.
The clutch plate is keyed or splined to the compres-
sor shaft, and secured with a bolt.
Fig. 10 Blower Motor Resistor
1 - BLOWER MOTOR RESISTOR
2 - INSTRUMENT PANEL WIRE HARNESS
3 - SCREW (2)
4 - GLOVE BOX OPENING LOWER REINFORCEMENT
5 - BLOWER MOTOR PIGTAIL WIRE
6 - EVAPORATOR HOUSING
24 - 16 CONTROLS - FRONTRS
BLOWER MOTOR RESISTOR (Continued)
ProCarManuals.com

The PCM sends a 5 volt bias to the oxygen sensor
every 1.6 seconds. The PCM keeps it biased for 35
ms each time. As the sensor cools down, the resis-
tance increases and the PCM reads the increase in
voltage. Once voltage has increased to a predeter-
mined amount, higher than when the test started,
the oxygen sensor is cool enough to test heater oper-
ation.
When the oxygen sensor is cool enough, the PCM
energizes the ASD relay. Voltage to the O2 sensor
begins to increase the temperature. As the sensor
temperature increases, the internal resistance
decreases. The PCM continues biasing the 5 volt sig-
nal to the sensor. Each time the signal is biased, the
PCM reads a voltage decrease. When the PCM
detects a voltage decrease of a predetermined value
for several biased pulses, the test passes.
The heater elements are tested each time the
engine is turned OFF if all the enabling conditions
are met. If the monitor fails, the PCM stores a
maturing fault and a Freeze Frame is entered. If two
consecutive tests fail, a DTC is stored. Because the
ignition is OFF, the MIL is illuminated at the begin-
ning of the next key cycle.
Enabling ConditionsÐThe following conditions
must be met for the PCM to run the oxygen sensor
heater test:
²Engine run time of at least 3 minutes
²Engine run time at a predetermind speed and
throttle opening.
²Key OFF power down
²Battery voltage of at least 10 volts
²Sufficient Oxygen Sensor cool down
Pending ConditionsÐThere are not conditions or
situations that prompt conflict or suspension of test-
ing. The oxygen sensor heater test is not run pending
resolution of MIL illumination due to oxygen sensor
failure.
SuspendÐThere are no conditions which exist for
suspending the Heater Monitor.
CATALYST MONITOR
To comply with clean air regulations, vehicles are
equipped with catalytic converters. These converters
reduce the emission of hydrocarbons, oxides of nitro-
gen and carbon monoxide.
Normal vehicle miles or engine misfire can cause a
catalyst to decay. A meltdown of the ceramic core can
cause a reduction of the exhaust passage. This can
increase vehicle emissions and deteriorate engine
performance, driveability and fuel economy.
The catalyst monitor uses dual oxygen sensors
(O2S's) to monitor the efficiency of the converter. The
dual O2S strategy is based on the fact that as a cat-
alyst deteriorates, its oxygen storage capacity and its
efficiency are both reduced. By monitoring the oxy-gen storage capacity of a catalyst, its efficiency can
be indirectly calculated. The upstream O2S is used to
detect the amount of oxygen in the exhaust gas
before the gas enters the catalytic converter. The
PCM calculates the A/F mixture from the output of
the O2S. A low voltage indicates high oxygen content
(lean mixture). A high voltage indicates a low content
of oxygen (rich mixture).
When the upstream O2S detects a lean condition,
there is an abundance of oxygen in the exhaust gas.
A functioning converter would store this oxygen so it
can use it for the oxidation of HC and CO. As the
converter absorbs the oxygen, there will be a lack of
oxygen downstream of the converter. The output of
the downstream O2S will indicate limited activity in
this condition.
As the converter loses the ability to store oxygen,
the condition can be detected from the behavior of
the downstream O2S. When the efficiency drops, no
chemical reaction takes place. This means the con-
centration of oxygen will be the same downstream as
upstream. The output voltage of the downstream
O2S copies the voltage of the upstream sensor. The
only difference is a time lag (seen by the PCM)
between the switching of the O2S's.
To monitor the system, the number of lean-to-rich
switches of upstream and downstream O2S's is
counted. The ratio of downstream switches to
upstream switches is used to determine whether the
catalyst is operating properly. An effective catalyst
will have fewer downstream switches than it has
upstream switches i.e., a ratio closer to zero. For a
totally ineffective catalyst, this ratio will be one-to-
one, indicating that no oxidation occurs in the device.
The system must be monitored so that when cata-
lyst efficiency deteriorates and exhaust emissions
increase to over the legal limit, the MIL (check
engine lamp) will be illuminated.
Monitor OperationÐTo monitor catalyst effi-
ciency, the PCM expands the rich and lean switch
points of the heated oxygen sensor. With extended
switch points, the air/fuel mixture runs richer and
leaner to overburden the catalytic converter. Once
the test is started, the air/fuel mixture runs rich and
lean and the O2 switches are counted. A switch is
counted when an oxygen sensor signal goes from
below the lean threshold to above the rich threshold.
The number of Rear O2 sensor switches is divided by
the number of Front O2 sensor switches to determine
the switching ratio.
The test runs for 20 seconds. As catalyst efficiency
deteriorated over the life of the vehicle, the switch
rate at the downstream sensor approaches that of the
upstream sensor. If at any point during the test
period the switch ratio reaches a predetermined
value, a counter is incremented by one. The monitor
25 - 4 EMISSIONS CONTROLRS
EMISSIONS CONTROL (Continued)
ProCarManuals.com