2004 CHRYSLER VOYAGER battery

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. 7).
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. 7). 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 con-
verter itself. Pump seal or gasket leaks usually travel
down the inside of the converter housing (Fig. 7).
TORQUE CONVERTER LEAKAGE
Possible sources of torque converter leakage are:
² Torque converter weld leaks at the outside diam-
eter weld (Fig. 8). ²
Torque converter hub weld (Fig. 8).
REMOVAL
NOTE: If transaxle assembly is being replaced or
overhauled (clutch and/or seal replacement), it is
necessary to perform the TCM Quick Learn Proce-
dure. (Refer t o 8 - ELECTRICAL/ELECTRONIC CON-
TROL MODULES/TRANSMISSION CONTROL
MODULE - STANDARD PROCEDURE)
(1) Disconnect battery cables.
(2) Remove battery shield (Fig. 9).
Fig. 7 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. 8 Converter Leak Points - Typical
1 - OUTSIDE DIAMETER WELD
2 - TORQUE CONVERTER HUB WELD
3 - STARTER RING GEAR
4 - LUG
Fig. 9 Battery Thermal Guard
1 - BATTERY THERMOWRAP (IF EQUIPPED)
2 - INTEGRATED POWER MODULE
3 - FRONT CONTROL MODULE
RS 40TE AUTOMATIC TRANSAXLE21s-31
40TE AUTOMATIC TRANSAXLE (Continued)

(13) Install left and right halfshaft assemblies.
(Refer t o 3 - DIFFERENTIAL & DRIVELINE/HALF
SHAFT - INSTALLATION) (14) Install front wheel/tire assemblies.
(15) Lower vehicle.
(16) Torque remaining rear mount bracket-to-tran-
saxle vertical bolts (Fig. 160) to 102 N´m (75 ft. lbs.). (17) Install transaxle upper bellhousing-to-block
bolts and torque to 95 N´m (70 ft. lbs.). (18) Install and connect crank position sensor (if
equipped). (19) Connect gearshift cable to upper mount
bracket and transaxle manual valve lever (Fig. 161).
(20) Connect solenoid/pressure switch assembly
(Fig. 162). (21) Connect transmission range sensor connector
(Fig. 162). (22) Connect input and output speed sensor con-
nectors (Fig. 162). (23) Remove plugs and install transaxle oil cooler
line service splice kit. Refer to instructions included
with kit. (24) Remove plug and Install fluid level indicator/
tube assembly. (25) Install coolant recovery bottle (Fig. 163).
(26) Install battery shield.
(27) Connect battery cables.
(28) Fill transaxle with suitable amount of ATF+4
(Automatic Transmission FluidÐType 9602). (Refer to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC
- 41TE/FLUID - STANDARD PROCEDURE)
Fig. 161 Gearshift Cable at Transaxle - Typical
1 - MANUAL VALVE LEVER
2 - GEAR SHIFT CABLE
3 - UPPER MOUNT BRACKET
Fig. 162 Component Connector Location - Typical
1 - SOLENOID/PRESSURE SWITCH ASSY. CONNECTOR
2 - INPUT SPEED SENSOR CONNECTOR
3 - OUTPUT SPEED SENSOR CONNECTOR
4 - TRANSMISSION RANGE SENSOR CONNECTOR
Fig. 163 Coolant Recovery Bottle
1 - COOLANT RECOVERY CONTAINER
2 - HOSE
3 - BOLT
4 - SUB FRAME RAIL
21s - 74 40TE AUTOMATIC TRANSAXLERS
40TE AUTOMATIC TRANSAXLE (Continued)

(5) Remove the suction line from the dipstick tube.
(6) Pour four quarts of MopartATF+4 through the
dipstick opening. (7) Start engine and allow to idle for at least one
minute. Then, with parking and service brakes
applied, move selector lever momentarily to each
position, ending in the park or neutral position. (8) Check the transaxle fluid level and add an
appropriate amount to bring the transaxle fluid level
to 3mm (1/8 in.) below the lowest mark on the dip-
stick (Fig. 190). (9) Recheck the fluid level after the transaxle has
reached normal operating temperature (180ÉF.).
(Refer to 21 - TRANSMISSION/TRANSAXLE/AUTO-
MATIC - 41TE/FLUID - STANDARD PROCEDURE) (10) To prevent dirt from entering transaxle, make
certain that dipstick is fully seated into the dipstick
opening.
GEAR SHIFT CABLE
REMOVAL
(1) Disconnect battery cables.
(2) Remove battery shield.
(3) Remove battery.
(4) Remove speed control servo and position out of
way. (5) Disconnect gear shift cable at manual valve
lever (Fig. 191). (6) Disconnect gear shift cable from upper mount
bracket (Fig. 191). (7) Remove instrument panel lower silencer (Fig.
192).
(8) Remove knee bolster (Fig. 193).
Fig. 191 Gearshift Cable at Transaxle - Typical
1 - MANUAL VALVE LEVER
2 - GEAR SHIFT CABLE
3 - UPPER MOUNT BRACKET
Fig. 192 Instrument Panel Lower Silencer
1 - INSTRUMENT PANEL LOWER SILENCER
Fig. 193 Knee Bolster
1 - KNEE BOLSTER
RS 40TE AUTOMATIC TRANSAXLE21s - 105
FLUID (Continued)

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. 265). 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. 266). 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. 267), allow-
ing the shift lever to be moved into any gear position. 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.
Fig. 265 Ignition Key/Switch Positions
1 - ACC
2 - LOCK
3 - OFF
4 - ON/RUN
5-START
Fig. 266 Pawl Engaged to Shift Lever
1 - GEAR SHIFT LEVER
2 - GEAR SHIFT LEVER PAWL
Fig. 267 Pawl Disengaged From Shift Lever
1 - GEAR SHIFT LEVER
2 - GEAR SHIFT LEVER PAWL
21s - 134 40TE AUTOMATIC TRANSAXLERS
SHIFT INTERLOCK SOLENOID (Continued)

For intended BTSI system operation, refer to the
following chart:
ACTION EXPECTED RESPONSE
1. Turn key to the 9OFF 9
position. 1. Shifter CAN be shifted
out of park with brake
pedal applied.
2. Turn key to the
9 ON/RUN 9position. 2. Shifter CANNOT be
shifted out of park.
3. Turn key to the
9 ON/RUN 9position 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 the 9LOCK 9or 9ACC 9
position. 4. Key cannot be
returned to the
9LOCK 9or
9 ACC 9position.
5. Return shifter to
9 PARK 9and try to remove
the key. 5. Key can be removed
(after returning to
9LOCK 9
position).
6. With the key removed,
try to shift out of 9PARK 9. 6. Shifter cannot be
shifted out of
9PARK 9.
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 the 9OFF 9
position. 1. Shifter CAN be shifted
out of park with brake
pedal applied.
2. Turn key to the
9 ON/RUN 9position. 2. Shifter CANNOT be
shifted out of park.
3. Turn key to the
9 ON/RUN 9position 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 the 9LOCK 9or 9ACC 9
position. 4. Key cannot be
returned to the
9LOCK 9or
9 ACC 9position.
5. Return shifter to
9 PARK 9and try to remove
the key. 5. Key can be removed
(after returning to
9LOCK 9
position).
6. With the key removed,
try to shift out of 9PARK 9. 6. Shifter cannot be
shifted out of
9PARK 9.
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.
268).
(3) Remove knee bolster (Fig. 269).
Fig. 268 Instrument Panel Lower Silencer
1 - INSTRUMENT PANEL LOWER SILENCER
Fig. 269 Knee Bolster
1 - KNEE BOLSTER
RS 40TE AUTOMATIC TRANSAXLE21s - 135
SHIFT INTERLOCK SOLENOID (Continued)

(3) Install steering column lower shroud.
(4) Install knee bolster (Fig. 274).
(5) Install instrument panel lower silencer (Fig.
275).
(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/PRESSURE
SWITCH ASSY
DESCRIPTION
The Solenoid/Pressure Switch Assembly (Fig. 276)
is external to the transaxle and mounted to the transaxle case. The assembly consists of four sole-
noids that control hydraulic pressure to the LR/CC,
2/4, OD, and UD friction elements. The reverse
clutch is controlled by line pressure from the manual
valve in the valve body. The solenoids are contained
within the Solenoid/Pressure Switch Assembly, and
can only be serviced by replacing the assembly.
The solenoid assembly also contains pressure
switches that monitor and send hydraulic circuit
information to the PCM/TCM. Likewise, the pressure
switches can only be service by replacing the assem-
bly.
OPERATION
SOLENOIDS
The solenoids receive electrical power from the
Transmission Control Relay through a single wire.
The PCM/TCM energizes or operates the solenoids
individually by grounding the return wire of the sole-
noid needed. When a solenoid is energized, the sole-
noid valve shifts, and a fluid passage is opened or
closed (vented or applied), depending on its default
operating state. The result is an apply or release of a
frictional element. The 2/4 and UD solenoids are normally applied,
which by design allow fluid to pass through in their
relaxed or ªoffº state. This allows transaxle limp-in
(P,R,N,2) in the event of an electrical failure. The continuity of the solenoids and circuits are
periodically tested. Each solenoid is turned on or off
depending on its current state. An inductive spike
Fig. 274 Knee Bolster
1 - KNEE BOLSTER
Fig. 275 Instrument Panel Lower Silencer
1 - INSTRUMENT PANEL LOWER SILENCER
Fig. 276 Solenoid/Pressure Switch Assembly
1 - SOLENOID AND PRESSURE SWITCH ASSEMBLY
RS 40TE AUTOMATIC TRANSAXLE21s - 137
SHIFT INTERLOCK SOLENOID (Continued)

should be detected by the PCM/TCM during this test.
It no spike is detected, the circuit is tested again to
verify the failure. In addition to the periodic testing,
the solenoid circuits are tested if a speed ratio or
pressure switch error occurs.
PRESSURE SWITCHES
The PCM/TCM relies on three pressure switches to
monitor fluid pressure in the L/R, 2/4, and OD
hydraulic circuits. The primary purpose of these
switches is to help the PCM/TCM detect when clutch
circuit hydraulic failures occur. The range for the
pressure switch closing and opening points is 11-23
psi. Typically the switch opening point will be
approximately one psi lower than the closing point.
For example, a switch may close at 18 psi and open
at 17 psi. The switches are continuously monitored
by the PCM/TCM for the correct states (open or
closed) in each gear as shown in the following chart:
PRESSURE SWITCH STATES
GEAR L/R 2/4 OD
ROPOPOP
P/N CL OP OP 1st CL OP OP
2nd OP CL OP DOPOPCL
OD OP CL CL OP = OPEN
CL = CLOSED
A Diagnostic Trouble Code (DTC) will set if the
PCM/TCM senses any switch open or closed at the
wrong time in a given gear. The PCM/TCM also tests the 2/4 and OD pressure
switches when they are normally off (OD and 2/4 are
tested in 1st gear, OD in 2nd gear, and 2/4 in 3rd
gear). The test simply verifies that they are opera-
tional, by looking for a closed state when the corre-
sponding element is applied. Immediately after a
shift into 1st, 2nd, or 3rd gear with the engine speed
above 1000 rpm, the PCM/TCM momentarily turns
on element pressure to the 2/4 and/or OD clutch cir-
cuits to identify that the appropriate switch has
closed. If it doesn't close, it is tested again. If the
switch fails to close the second time, the appropriate
Diagnostic Trouble Code (DTC) will set.
REMOVAL
NOTE: If solenoid/pressure switch assembly is
being replaced, it is necessary to perform the TCM
Quick Learn Procedure. (Refer t o 8 - ELECTRICAL/
ELECTRONIC CONTROL MODULES/TRANSMISSION
CONTROL MODULE - STANDARD PROCEDURE)
(1) Disconnect battery negative cable.
(2) Remove air cleaner assembly.
(3) Disconnect solenoid/pressure switch assembly
connector (Fig. 277). (4) Disconnect input speed sensor connector (Fig.
277).
Fig. 277 Transmission Connectors
1 - SOLENOID PACK CONNECTOR
2 - INPUT SPEED SENSOR CONNECTOR
3 - OUTPUT SPEED SENSOR CONNECTOR
4 - TRANSMISSION RANGE SENSOR CONNECTOR
21s - 138 40TE AUTOMATIC TRANSAXLERS
SOLENOID/PRESSURE SWITCH ASSY (Continued)

(5) Remove input speed sensor (Fig. 278).
(6) Remove three (3) solenoid/pressure switch
assembly-to-transaxle case bolts (Fig. 279).
(7) Remove solenoid/pressure switch assembly and
gasket (Fig. 280). Use care to prevent gasket mate-
rial and foreign objects from become lodged in the
transaxle case ports.
INSTALLATION
NOTE: If solenoid/pressure switch assembly is
being replaced, it is necessary to perform the TCM
Quick Learn Procedure. (Refer t o 8 - ELECTRICAL/
ELECTRONIC CONTROL MODULES/TRANSMISSION
CONTROL MODULE - STANDARD PROCEDURE)
(1) Install solenoid/pressure switch assembly and
new gasket to transaxle (Fig. 280). (2) Install and torque three (3) bolts (Fig. 279) to
13 N´m (110 in. lbs.). (3) Install input speed sensor (Fig. 278) and torque
to 27 N´m (20 ft. lbs.). (4) Connect input speed sensor connector (Fig.
277). (5) Install solenoid/pressure switch 8-way connec-
tor and torque to 4 N´m (35 in. lbs.) (Fig. 277). (6) Install air cleaner assembly.
(7) Connect battery negative cable.
(8) If solenoid/pressure switch assembly was
replaced, perform TCM Quick Learn procedure.
(Refer t o 8 - ELECTRICAL/ELECTRONIC CON-
TROL MODULES/TRANSMISSION CONTROL
MODULE - STANDARD PROCEDURE)
Fig. 278 Input Speed Sensor
1 - INPUT SPEED SENSOR
Fig. 279 Solenoid/Pressure Switch Assembly-to- Case Bolts
1 - BOLTS
2 - SOLENOID AND PRESSURE SWITCH ASSEMBLY
Fig. 280 Solenoid/Pressure Switch Assembly and Gasket
1 - SOLENOID/PRESSURE SWITCH ASSEMBLY
2 - GASKET
RS 40TE AUTOMATIC TRANSAXLE21s - 139
SOLENOID/PRESSURE SWITCH ASSY (Continued)