2004 CHRYSLER VOYAGER Service Manual

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CHRYSLER VOYAGER 2004 Service Manual OPERATION
The converter impeller (Fig. 299) (driving member),
which is integral to the converter housing and bolted
to the engine drive plate, rotates at engine speed.
The converter turbine (driven me

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CHRYSLER VOYAGER 2004 Service Manual STATOR
Torque multiplication is achieved by locking the
stators over-running clutch to its shaft (Fig. 300).
Under stall conditions (the turbine is stationary), the
oil leaving the turbine blades str

STATOR
Torque multiplication is achieved by locking the
stator's over-running clutch to its shaft (Fig. 300).
Under stall conditions (the turbine is stationary), the
oil leaving the turbine blades strikes the face of the
stator blades and tries to rotate them in a counter-
clockwise direction. When this happens the over±run-
ning clutch of the stator locks and holds the stator
from rotating. With the stator locked, the oil strikes
the stator blades and is redirected into a ªhelpingº
direction before it enters the impeller. This circula-
tion of oil from impeller to turbine, turbine to stator,
and stator to impeller, can produce a maximum
torque multiplication of about 2.4:1. As the turbine
begins to match the speed of the impeller, the fluid
that was hitting the stator in such as way as to
cause it to lock±up is no longer doing so. In this con-
dition of operation, the stator begins to free wheel
and the converter acts as a fluid coupling.
TORQUE CONVERTER CLUTCH (TCC)
In a standard torque converter, the impeller and
turbine are rotating at about the same speed and the
stator is freewheeling, providing no torque multipli-
cation. By applying the turbine's piston to the front
cover's friction material, a total converter engage-
ment can be obtained. The result of this engagement
is a direct 1:1 mechanical link between the engine
and the transmission. 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
(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
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. 301). 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)
Fig. 300 Stator Operation
1 - DIRECTION STATOR WILL FREE WHEEL DUE TO OIL
PUSHING ON BACKSIDE OF VANES
2 - FRONT OF ENGINE
3 - INCREASED ANGLE AS OIL STRIKES VANES
4 - DIRECTION STATOR IS LOCKED UP DUE TO OIL PUSHING
AGAINST STATOR VANES
RS 40TE AUTOMATIC TRANSAXLE21s - 149
TORQUE CONVERTER (Continued)

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CHRYSLER VOYAGER 2004 Service Manual (9)Fill the transmission with the recommended fluid.
(Refer to 21 - TRANSMISSION/TRANSAXLE/AUTO-
MATIC - 41TE/FLUID - STANDARD PROCEDURE)
TRANSMISSION CONTROL RELAY
DESCRIPTION
The transmission contro

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CHRYSLER VOYAGER 2004 Service Manual The TRS also has an integrated temperature sen-
sor (thermistor) that communicates transaxle tem-
perature to the TCM and PCM (Fig. 304).
OPERATION
The Transmission Range Sensor (TRS) (Fig. 303) com-

The TRS also has an integrated temperature sen-
sor (thermistor) that communicates transaxle tem-
perature to the TCM and PCM (Fig. 304).
OPERATION
The Transmission Range Sensor (TRS) (Fig. 303) com-
municates 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 interprets this infor-
mation and determines the appropriate transaxle gear
position and shift schedule.
Since there are four switches, there are 16 possible
combinations of open and closed switches (codes).
Seven of these codes are related to gear position and
three are recognized as ªbetween gearº codes. This
results in six codes which should never occur. These
are called ªinvalidº codes. An invalid code will result
in a DTC, and the PCM/TCM will then determine the
shift lever position based on pressure switch data.
This allows reasonably normal transmission opera-
tion with a TRS failure.
TRS SWITCH STATES
SLP T42 T41 T3 T1
P CL CL CL OP
R CL OP OP OP
N CL CL OP CL
OD OP OP OP CL
3 OP OP CL OP
L CL OP CL CL
TRANSMISSION TEMPERATURE SENSOR
The TRS has an integrated thermistor (Fig. 304)
that the PCM/TCM uses to monitor the transmis-
sion's sump temperature. Since fluid temperature
can affect transmission shift quality and convertor
lock up, the PCM/TCM requires this information to
determine which shift schedule to operate in. The
PCM also monitors this temperature data so it can
energize the vehicle cooling fan(s) when a transmis-
sion ªoverheatº condition exists. If the thermistor cir-
cuit fails, the PCM/TCM will revert to calculated oil
temperature usage.
CALCULATED TEMPERATURE
A failure in the temperature sensor or circuit will
result in calculated temperature being substituted for
actual temperature. Calculated temperature is a pre-
dicted fluid temperature which is calculated from a
combination of inputs: ² Battery (ambient) temperature
² Engine coolant temperature
² In-gear run time since start-up
REMOVAL
(1) Remove valve body assembly from transaxle.
(Refer to 21 - TRANSMISSION/TRANSAXLE/AUTO-
MATIC - 41TE/VALVE BODY - REMOVAL) (2) Remove transmission range sensor retaining
screw and remove sensor from valve body (Fig. 305).
(3) Remove TRS from manual shaft.
Fig. 304 Transmission Temperature Sensor
1 - TRANSMISSION RANGE SENSOR
2 - TEMPERATURE SENSOR
Fig. 305 Remove Transmission Range Sensor
1 - TRANSMISSION RANGE SENSOR
2 - MANUAL VALVE CONTROL PIN
3 - RETAINING SCREW
RS 40TE AUTOMATIC TRANSAXLE21s - 151
TRANSMISSION RANGE SENSOR (Continued)

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CHRYSLER VOYAGER 2004 Service Manual INSTALLATION
(1) Install transmission range sensor (TRS) to the
valve body and torque retaining screw (Fig. 305) to 5
N´m (45 in. lbs.). (2) Install valve body to transaxle. (Refer to 21 -
TRANSMISSI

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CHRYSLER VOYAGER 2004 Service Manual 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 press

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 PCM/TCM energizes or modulates the LR/CC
solenoid to apply the converter clutch piston, both
the converter 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 t o 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. 307).
(6) Remove oil pan (Fig. 308).
Fig. 307 Oil Pan Bolts
1 - OIL PAN BOLTS (USE RTV UNDER BOLT HEADS)
Fig. 308 Oil Pan
1 - OIL PAN
2 - 1/8 INCH BEAD OF RTV SEALANT
3 - OIL FILTER
RS 40TE AUTOMATIC TRANSAXLE21s - 153
VALVE BODY (Continued)

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CHRYSLER VOYAGER 2004 Service Manual (7) Remove oil filter (Fig. 309).
(8) Remove the valve body-to-transaxle case bolts
(Fig. 310). NOTE: To ease removal of the valve body, turn the
manual valve lever fully clockwise to low or first
gea

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CHRYSLER VOYAGER 2004 Service Manual DISASSEMBLY
NOTE: If valve body assembly is being recondi-
tioned, the PCM/TCM Quick Learn Procedure must
be performed. (Refer to 8 - ELECTRICAL/ELEC-
TRONIC CONTROL MODULES/TRANSMISSION
CONTROL MODUL

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