2003 CHRYSLER VOYAGER C3 voltage

(4) At the dash panel, install the cable retainer
clip between the end of the throttle cable fitting and
grommet
(5) From the engine compartment, rotate the
throttle lever wide open and install the throttle
cable.
THROTTLE POSITION SENSOR
DESCRIPTION
The throttle position sensor mounts to the side of
the throttle body (Fig. 30) or (Fig. 31).The sensor
connects to the throttle blade shaft. The TPS is a
variable resistor that provides the Powertrain Con-
trol Module (PCM) with an input signal (voltage).
OPERATION
The signal represents throttle blade position. As
the position of the throttle blade changes, the resis-
tance of the TPS changes.
The PCM supplies approximately 5 volts to the
TPS. The TPS output voltage (input signal to the
powertrain control module) represents throttle blade
position. The TPS output voltage to the PCM varies
from approximately 0.6 volt at minimum throttle
opening (idle) to a maximum of 4.5 volts at wide open
throttle.
Along with inputs from other sensors, the PCM
uses the TPS input to determine current engine oper-
ating conditions. The PCM also adjusts fuel injector
pulse width and ignition timing based on these
inputs.
REMOVAL - 3.3/3.8L
(1) Disconnect the negative battery cable.
(2) Remove the electrical connector from the Inlet
Air Temperature sensor.
(3) Remove the air cleaner box lid. Remove hose
from throttle body.
(4) Disconnect the electrical connector at TPS.
(5) Disconnect the electrical connector at IAC.
(6) Remove the throttle and speed control cables
from throttle body.
(7) Remove 3 mounting bolts from throttle body.
(8) Remove throttle body.
(9) Disconnect the purge vacuum line from the
throttle body.
(10) Remove TPS from throttle body.
INSTALLATION - 3.3/3.8L
(1) Install TPS to throttle body.
(2) Disconnect the purge vacuum line from the
throttle body.
(3) Install throttle body.
(4) Install 3 mounting bolts from throttle body.
Tighten bolts.
(5) Install the throttle and speed control cables to
throttle body.
(6) Connect the electrical connector at TPS.
(7) Connect the electrical connector at IAC.
(8) Install the air cleaner box lid. Install hose to
throttle body.
(9) Install the electrical connector to the Inlet Air
Temperature sensor.
(10) Connect the negative battery cable.
Fig. 30 Throttle Position SensorÐ2.4L Engine
1 - Idle Air Control Motor
2 - Throttle Position Sensor
Fig. 31 Throttle Position SensorÐ3.3/3.8L Engine
1 - Idle Air Control Motor
2 - Throttle Position Sensor
14 - 36 FUEL INJECTIONRS
THROTTLE CONTROL CABLE (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 control
switch is part of the transaxle gear shift lever as
shown in (Fig. 171). It can only be serviced by replac-
ing the gearshift lever assembly. (Refer to 19 - STEER-
ING/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
Fig. 169 Low/Reverse Accumulator Assembly
1 - ACCUMULATOR PISTON
2 - SEAL RINGS
3 - RETURN SPRINGS
4 - (NOTE NOTCH)
Fig. 170 2/4 Accumulator Assembly
1 - VALVE BODY
2 - RETAINER PLATE
3 - DETENT SPRING
4 - SPRINGS
5 - SEALS
6 - PISTON
Fig. 171 Autostick Switch Location (if equipped)
RS41TE AUTOMATIC TRANSAXLE21 - 189
ACCUMULATOR (Continued)
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INSTALLATION
(1) Using Tool C-4193, install oil pump seal (Fig.
290).
(2) Install transaxle to vehicle (Refer to 21 -
TRANSMISSION/TRANSAXLE/AUTOMATIC - 41TE
- INSTALLATION).
SHIFT INTERLOCK SOLENOID
DESCRIPTION
The Brake/Transmission Shift Interlock system
consists of an electro-magnetic solenoid mounted to
the steering column (Fig. 291). The solenoid's plunger
consists of an integrated hook, which operates the
shift lever pawl (part of shift lever assembly), and a
plunger return spring (Fig. 292). The solenoid also
has an integrated bracket, which facilitates fastening
to the steering column.
OPERATION
The Brake/Transmission Shift Interlock (BTSI) Sole-
noid 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 con-
trolled 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. 293). The ground side of the solenoid is
controlled by a driver within the IPM. It relies on volt-
age 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-energizing 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. 294). 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. 295), allow-
ing the shift lever to be moved into any gear position.
Fig. 290 Install Oil Pump Seal
1 - TOOL C-4193
2 - HANDLE TOOL C-4171
Fig. 291 Brake/Transmission Shift Interlock (BTSI)
Solenoid Location
1 - BTSI SOLENOID
Fig. 292 Solenoid Plunger and Return Spring
1 - PLUNGER
2 - RETURN SPRING
3 - BTSI SOLENOID
RS41TE AUTOMATIC TRANSAXLE21 - 233
SEAL - OIL PUMP (Continued)
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OPERATION
The Input Speed Sensor provides information on
how fast the input shaft is rotating. As the teeth of
the input clutch hub pass by the sensor coil (Fig.
310), an AC voltage is generated and sent to the
PCM/TCM. The PCM/TCM interprets this informa-
tion as input shaft rpm.
The PCM/TCM compares the input speed signal
with output speed signal to determine the following:
²Transmission gear ratio
²Speed ratio error detection
²CVI calculation
The PCM/TCM also compares the input speed sig-
nal and the engine speed signal to determine the fol-
lowing:
²Torque converter clutch slippage
²Torque converter element speed ratio
REMOVAL
(1) Disconnect battery negative cable.
(2) If necessary, disconnect and cap off transmis-
sion oil cooler lines.
(3) Disconnect input speed sensor connector.
(4) Unscrew and remove input speed sensor (Fig.
311).
(5) Inspect speed sensor o-ring (Fig. 312) and
replace if necessary.
INSTALLATION
(1) Verify o-ring is installed into position.
(2) Install and tighten input speed sensor to 27
N´m (20 ft. lbs.).
(3) Connect speed sensor connector.
(4) Connect battery negative cable.
Fig. 310 Sensor Relation to Input Clutch Hub
1 - INPUT SPEED SENSOR
2 - TRANSAXLE CASE
3 - INPUT CLUTCH HUB
Fig. 311 Input (Turbine) Speed Sensor
1 - INPUT SPEED SENSOR
Fig. 312 O-ring Location
1 - INPUT SPEED SENSOR
2 - O-RING
21 - 240 41TE AUTOMATIC TRANSAXLERS
SPEED SENSOR - INPUT (Continued)
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SPEED SENSOR - OUTPUT
DESCRIPTION
The Output Speed Sensor is a two-wire magnetic
pickup device that generates an AC signal as rotation
occurs. It is threaded into the transaxle case (Fig.
313), sealed with an o-ring (Fig. 314), and is consid-
ered a primary input to the Powetrain/Transmission
Control Module.
OPERATION
The Output Speed Sensor provides information on
how fast the output shaft is rotating. As the rear
planetary carrier park pawl lugs pass by the sensor
coil (Fig. 315), an AC voltage is generated and sent to
the PCM/TCM. The PCM/TCM interprets this infor-
mation as output shaft rpm.
The PCM/TCM compares the input and output
speed signals to determine the following:
²Transmission gear ratio
²Speed ratio error detection
²CVI calculation
VEHICLE SPEED SIGNAL
The vehicle speed signal is taken from the Output
Speed Sensor. The PCM converts this signal into a
pulse per mile signal and sends the vehicle speed
message across the communication bus to the BCM.
The BCM sends this signal to the Instrument Cluster
to display vehicle speed to the driver. The vehicle
speed signal pulse is roughly 8000 pulses per mile.
REMOVAL
(1) Disconnect battery negative cable.
(2) Raise vehicle on hoist.
(3) Disconnect output speed sensor connector.
(4) Unscrew and remove output speed sensor (Fig.
316).
(5) Inspect speed sensor o-ring (Fig. 317) and
replace if necessary.
Fig. 313 Output Speed Sensor
1 - OUTPUT SPEED SENSOR
Fig. 314 O-Ring Location
1 - OUTPUT SPEED SENSOR
2 - O-RING
Fig. 315 Sensor Relation to Planet Carrier Park Pawl
1 - OUTPUT SPEED SENSOR
2 - REAR PLANET CARRIER/OUTPUT SHAFT ASSEMBLY
3 - TRANSAXLE CASE
RS41TE AUTOMATIC TRANSAXLE21 - 241
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OPERATION
The relay is supplied fused B+ voltage, energized
by the PCM/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 solenoid 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 PCM/TCM energizes the relay. Prior to
this, the PCM/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 PCM/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 and
can only be serviced by removing the valve body. The
electrical connector extends through the transaxle
case (Fig. 328).
The Transmission Range Sensor (TRS) has four
switch contacts that monitor shift lever position and
send the information to the PCM/TCM.The TRS also has an integrated temperature sen-
sor (thermistor) that communicates transaxle tem-
perature to the TCM and PCM (Fig. 329).
OPERATION
The Transmission Range Sensor (TRS) (Fig. 328)
communicates shift lever position (SLP) to the PCM/
TCM as a combination of open and closed switches.
Each shift lever position has an assigned combination
of switch states (open/closed) that the PCM/TCM
receives from four sense circuits. The PCM/TCM inter-
prets this information and determines the appropriate
transaxle gear position and shift schedule.
Fig. 327 Transmission Control Relay Location
1 - TRANSMISSION CONTROL RELAY
2 - LEFT FENDER
3 - INTELLIGENT POWER MODULE (IPM)
4 - BATTERY
Fig. 328 Transmission Range Sensor (TRS)
Location
1 - TRANSMISSION RANGE SENSOR
Fig. 329 Transmission Temperature Sensor
1 - TRANSMISSION RANGE SENSOR
2 - TEMPERATURE SENSOR
21 - 248 41TE AUTOMATIC TRANSAXLERS
TRANSMISSION CONTROL RELAY (Continued)
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DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - WATER LEAKS
Water leaks can be caused by poor sealing,
improper body component alignment, body seam
porosity, missing plugs, or blocked drain holes. Cen-
trifugal and gravitational force can cause water to
drip from a location away from the actual leak point,
making leak detection difficult. All body sealing
points should be water tight in normal wet-driving
conditions. Water flowing downward from the front of
the vehicle should not enter the passenger or luggage
compartment. Moving sealing surfaces will not
always seal water tight under all conditions. At
times, side glass or door seals will allow water to
enter the passenger compartment during high pres-
sure washing or hard driving rain (severe) condi-
tions. Overcompensating on door or glass
adjustments to stop a water leak that occurs under
severe conditions can cause premature seal wear and
excessive closing or latching effort. After completing
a repair, water test vehicle to verify leak has stopped
before returning vehicle to use.
VISUAL INSPECTION BEFORE WATER LEAK TESTS
Verify that floor and body plugs are in place, body
drains are clear, and body components are properly
aligned and sealed. If component alignment or seal-
ing is necessary, refer to the appropriate section of
this group for proper procedures.
WATER LEAK TESTS
WARNING: DO NOT USE ELECTRIC SHOP LIGHTS
OR TOOLS IN WATER TEST AREA. PERSONAL
INJURY CAN RESULT.
When the conditions causing a water leak have
been determined, simulate the conditions as closely
as possible.
²If a leak occurs with the vehicle parked in a
steady light rain, flood the leak area with an open-
ended garden hose.
²If a leak occurs while driving at highway speeds
in a steady rain, test the leak area with a reasonable
velocity stream or fan spray of water. Direct the
spray in a direction comparable to actual conditions.
²If a leak occurs when the vehicle is parked on an
incline, hoist the end or side of the vehicle to simu-
late this condition. This method can be used when
the leak occurs when the vehicle accelerates, stops or
turns. If the leak occurs on acceleration, hoist the
front of the vehicle. If the leak occurs when braking,
hoist the back of the vehicle. If the leak occurs on left
turns, hoist the left side of the vehicle. If the leak
occurs on right turns, hoist the right side of the vehi-cle. For hoisting recommendations (Refer to LUBRI-
CATION & MAINTENANCE/HOISTING -
STANDARD PROCEDURE).
WATER LEAK DETECTION
To detect a water leak point-of-entry, do a water
test and watch for water tracks or droplets forming
on the inside of the vehicle. If necessary, remove inte-
rior trim covers or panels to gain visual access to the
leak area. If the hose cannot be positioned without
being held, have someone help do the water test.
Some water leaks must be tested for a considerable
length of time to become apparent. When a leak
appears, find the highest point of the water track or
drop. The highest point usually will show the point of
entry. After leak point has been found, repair the
leak and water test to verify that the leak has
stopped.
Locating the entry point of water that is leaking
into a cavity between panels can be difficult. The
trapped water may splash or run from the cavity,
often at a distance from the entry point. Most water
leaks of this type become apparent after accelerating,
stopping, turning, or when on an incline.
MIRROR INSPECTION METHOD
When a leak point area is visually obstructed, use
a suitable mirror to gain visual access. A mirror can
also be used to deflect light to a limited-access area
to assist in locating a leak point.
BRIGHT LIGHT LEAK TEST METHOD
Some water leaks in the luggage compartment can
be detected without water testing. Position the vehicle
in a brightly lit area. From inside the darkened lug-
gage compartment inspect around seals and body
seams. If necessary, have a helper direct a drop light
over the suspected leak areas around the luggage com-
partment. If light is visible through a normally sealed
location, water could enter through the opening.
PRESSURIZED LEAK TEST METHOD
When a water leak into the passenger compart-
ment cannot be detected by water testing, pressurize
the passenger compartment and soap test exterior of
the vehicle. To pressurize the passenger compart-
ment, close all doors and windows, start engine, and
set heater control to high blower in HEAT position. If
engine can not be started, connect a charger to the
battery to ensure adequate voltage to the blower.
With interior pressurized, apply dish detergent solu-
tion to suspected leak area on the exterior of the
vehicle. Apply detergent solution with spray device or
soft bristle brush. If soap bubbles occur at a body
seam, joint, seal or gasket, the leak entry point could
be at that location.
23 - 2 BODYRS
BODY (Continued)
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SUNROOF
TABLE OF CONTENTS
page page
SUNROOF
DESCRIPTION........................113
DIAGNOSIS AND TESTING - SUNROOF.....113
DRAIN TUBE
REMOVAL............................116
INSTALLATION........................117
GLASS PANEL
REMOVAL............................117
INSTALLATION........................117
ADJUSTMENTS
SUNROOF GLASS PANEL ADJUSTMENT . . 117
SUNROOF ASSEMBLY
REMOVAL............................117
INSTALLATION........................117
SUNSHADE
REMOVAL............................117INSTALLATION........................118
WIND DEFLECTOR
REMOVAL............................118
INSTALLATION........................118
WATER CHANNEL
REMOVAL............................118
INSTALLATION........................118
SUNROOF MOTOR
REMOVAL............................118
INSTALLATION........................118
ADJUSTMENTS
ADJUSTMENT.......................119
SUNROOF SWITCH
REMOVAL............................120
INSTALLATION........................120
SUNROOF
DESCRIPTION
WARNING: Keep fingers and other body parts out
of sunroof opening at all times.
The sun roof features consists of: (Fig. 1)
²Sun roof glass
²Sun roof sun shade
The sunroof power sliding glass panel and sun-
shade can be positioned anywhere along its travel,
rearward of glass panel front edge.
The sunroof is electrically operated from a switch
located in the overhead console. To operate the sun-
roof the ignition switch must be in the Accessory or
On/Run position. Both switchs are a rocker style
design that open or close the sunroof. When pressing
and releasing the open button once, the sunroof will
express open to the comfort stop and the wind deflec-
tor will raise. If the button is pressed a second time,
the sunroof will continue to open to full travel unless
the button is released, at which time it will stop in
that position. Pressing and holding the close button
will close the sunroof. If the close button is released
before the glass fully closes, the sunroof will stop in
that position. The vent switch operates in a similar
manor. The sunroof will also operate for up to fifteen
minutes after the ignition key is turned off for cus-
tomer comfort and convenance while parking.
DIAGNOSIS AND TESTING - SUNROOF
Refer to Sunroof Diagnostic Chart for possible
causes. Before beginning sunroof diagnostics verify
that all other power accessories are in proper operat-
ing condition. If not, a common electrical problem
may exist. Refer to Wiring Diagrams, in this publica-
tion for circuit, splice and component descriptions.
Check the condition of the circuit protection (20 amp
circuit breaker in the Junction Block). Inspect all
wiring connector pins for proper engagement and
continuity. Check for battery voltage at the power
sunroof controller, refer to Wiring Diagrams, for cir-
cuit information. If battery voltage of more than 10
volts is detected at the controller, proceed with the
following tests (the controller will not operate at less
than 10 volts).
Before beginning diagnosis for wind noise or water
leaks, verify that the problem was not caused by
releasing the control switch before the sunroof was
fully closed. The sunroof module has a water-man-
agement system. If however, the sunroof glass is in a
partial closed position, high pressure water may be
forced beyond the water management system bound-
aries and onto the headlining.
RSSUNROOF23 - 113
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