2004 DODGE TOWN AND COUNTRY low oil pressure

(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)

SPECIFICATIONS - 41TE TRANSAXLE
GENERAL SPECIFICATIONS
DESCRIPTION SPECIFICATION
Transaxle Type Fully adaptive, electronically controlled, four speed
automatic with torque converter and integral differential
Cooling Method Air-to-oil heat exchanger Lubrication Pump (internal-external gear-type
GEAR RATIOS
DESCRIPTION SPECIFICATION First Gear 2.84
Second Gear 1.57 Direct Gear 1.00
Overdrive Gear 0.69 Reverse Gear 2.21
BEARING SETTINGS (END PLAY & TURNING TORQUE)
DESCRIPTION METRIC STANDARD
Differential Assembly 0.6-2 N´m 5-18 in. lbs. Output Hub 0.3-2 N´m 3-8 in. lbs.
Transfer Shaft (End Play) 0.051-0.102 mm 0.002-0.004 in.
Overall Drag At Output Hub 0.3-1.9 N´m 3-16 in. lbs.
CLUTCH CLEARANCES
DESCRIPTION METRIC STANDARD
Low/Rev Clutch (Select Reaction Plate) 0.89-1.47 mm 0.035-0.058 in.
Two/Four Clutch (No Selection) 0.76-2.64 mm 0.030-0.104 in.
Reverse Clutch (Select Snap Ring) 0.89-1.37 mm 0.035-0.054 in. Overdrive Clutch (No Selection) 1.07-3.25 mm 0.042-0.128 in.
Underdrive Clutch (Select Pressure Plate) 0.94-1.50 mm 0.037-0.059 in.
OIL PUMP CLEARANCES
DESCRIPTION METRIC STANDARD
Outer Gear-to-Crescent 0.060-0.298 mm 0.0023-0.0117 in. Inner Gear-to-Crescent 0.093-0.385 mm 0.0036-0.0151 in. Outer Gear-to-Pocket 0.089-0.202 mm 0.0035-0.0079 in.
Outer Gear Side Clearance 0.020-0.046 mm 0.0008-0.0018 in. Inner Gear Side Clearance 0.020-0.046 mm 0.0008-0.0018 in.
RS 40TE AUTOMATIC TRANSAXLE21s-87
40TE AUTOMATIC TRANSAXLE (Continued)

(3) Select sensors.
(4) Read the transmission temperature value.
(5) Compare the fluid temperature value with the
fluid temperature chart (Fig. 188). (6) Adjust transmission fluid level shown on the
indicator according to the chart. (7) Check transmission for leaks.
Low fluid level can cause a variety of conditions
because it allows the pump to take in air along with
the fluid. As in any hydraulic system, air bubbles
make the fluid spongy, therefore, pressures will be
low and build up slowly. Improper filling can also raise the fluid level too
high. When the transaxle has too much fluid, the
gears churn up foam and cause the same conditions
which occur with a low fluid level. In either case, air bubbles can cause overheating
and/or fluid oxidation, and varnishing. This can
interfere with normal valve, clutch, and accumulator
operation. Foaming can also result in fluid escaping
from the transaxle vent where it may be mistaken
for a leak.FLUID CONDITION
Along with fluid level, it is important to check the
condition of the fluid. When the fluid smells burned,
and is contaminated with metal or friction material
particles, a complete transaxle recondition is proba-
bly required. Be sure to examine the fluid on the dip-
stick closely. If there is any doubt about its condition,
drain out a sample for a double check. Mopar tATF+4 (Automatic Transmission Fluid)
when new is red in color. The ATF is dyed red so it
can be identified from other fluids used in the vehicle
such as engine oil or antifreeze. The red color is not
permanent and is not an indicator of fluid condition.
As the vehicle is driven, the ATF will begin to look
darker in color and may eventually become brown.
This is normal. ATF+4 also has a unique odor that
may change with age. Consequently, odor and color
cannot be used to indicate the fluid condition
or the need for a fluid change. After the fluid has been checked, seat the dipstick
fully to seal out water and dirt.
Fig. 188 Transmission Fluid Temperature Chart
1 - MAX. LEVEL 2 - MIN. LEVEL
RS
40TE AUTOMATIC TRANSAXLE21s - 103
FLUID (Continued)

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)

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 -
TRANSMISSION/TRANSAXLE/AUTOMATIC -
41TE/VALVE BODY - INSTALLATION)
VALVE BODY
DESCRIPTION
The valve body assembly consists of a cast alumi-
num valve body, a separator plate, and transfer
plate. The valve body contains valves and check balls
that control fluid delivery to the torque converter
clutch, solenoid/pressure switch assembly, and fric-
tional clutches. The valve body contains the following
components (Fig. 306): ² Regulator valve
² Solenoid switch valve
² Manual valve
² Converter clutch switch valve
² Converter clutch control valve
² Torque converter regulator valve ²
Low/Reverse switch valve
In addition, the valve body also contains the ther-
mal valve, #2,3&4 check balls, the #5 (overdrive)
check valve and the 2/4 accumulator assembly. (Refer
to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC
- 41TE/VALVE BODY - DISASSEMBLY)
OPERATION
NOTE: Refer to the Hydraulic Schematics for a
visual aid in determining valve location, operation
and design.
REGULATOR VALVE
The regulator valve controls hydraulic pressure in
the transaxle. It receives unregulated pressure from
the pump, which works against spring tension to
maintain oil at specific pressures. A system of sleeves
and ports allows the regulator valve to work at one of
three predetermined pressure levels. Regulated oil
pressure is also referred to as ªline pressure.º
Fig. 306 Valve Body Assembly
1 - VALVE BODY 5 - MANUAL VALVE
2 - T/C REGULATOR VALVE 6 - CONVERTER CLUTCH SWITCH VALVE
3 - L/R SWITCH VALVE 7 - SOLENOID SWITCH VALVE
4 - CONVERTER CLUTCH CONTROL VALVE 8 - REGULATOR VALVE
21s - 152 40TE AUTOMATIC TRANSAXLERS
TRANSMISSION RANGE SENSOR (Continued)

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)

required. If the test is failed, the snowflake icon and
the DELAY text will continue to blink across ignition
cycles until the vehicle has been driven for greater
than 1.6 km (8 miles).
DIAGNOSIS AND TESTING - A/C
PERFORMANCE TEST
The A/C system is designed to remove heat and
humidity from the air entering the passenger com-
partment. The evaporator, located in the HVAC hous-
ing, is cooled to temperatures near the freezing point.
As warm damp air passes over the fins in the A/C
evaporator, moisture in the air condenses to water,
dehumidifying the air. Condensation on the evapora-
tor fins reduces the evaporators ability to absorb
heat. During periods of high heat and humidity, an
A/C system will be less effective. With the instru-
ment control set to recirculation mode, only air from
the passenger compartment passes through the A/C
evaporator. As the passenger compartment air dehu-
midifies, A/C performance levels rise.
Humidity has an important bearing on the temper-
ature of the air delivered to the interior of the vehi-
cle. It is important to understand the effect that
humidity has on the performance of the A/C system.
When humidity is high, the A/C evaporator has to
perform a double duty. It must lower the air temper-
ature, and it must lower the temperature of the
moisture in the air that condenses on the evaporator
fins. Condensing the moisture in the air transfers
heat energy into the evaporator fins and tubing. This
reduces the amount of heat the A/C evaporator can
absorb from the air. High humidity greatly reduces
the ability of the A/C evaporator to lower the temper-
ature of the air.
However, evaporator capacity used to reduce the
amount of moisture in the air is not wasted. Wring-
ing some of the moisture out of the air entering the
vehicle adds to the comfort of the passengers.
Although, an owner may expect too much from their
A/C system on humid days. A performance test is the
best way to determine whether the system is per-
forming up to design standards. This test also pro-
vides valuable clues as to the possible cause of
trouble with the A/C system. The ambient air tem-perature in the location where the vehicle will be
tested must be a minimum of 21É C (70É F) for this
test.
PERFORMANCE TEST PROCEDURE
WARNING: REFER TO THE APPLICABLE WARN-
INGS AND CAUTIONS FOR THIS SYSTEM BEFORE
PERFORMING THE FOLLOWING OPERATION (Refer
to 24 - HEATING & AIR CONDITIONING/PLUMBING -
FRONT - WARNING - A/C PLUMBING) and (Refer to
24 - HEATING & AIR CONDITIONING/PLUMBING -
FRONT - CAUTION - A/C PLUMBING).
NOTE: When connecting the service equipment
coupling to the line fitting, verify that the valve of
the coupling is fully closed. This will reduce the
amount of effort required to make the connection.
(1) Connect a tachometer and a manifold gauge
set.
(2) Set the mode control to the Recirculation Mode
position, the temperature control to the full cool posi-
tion and the blower to the highest speed position.
(3) Start the engine and hold at 1,000 rpm with
the A/C compressor clutch engaged.
(4) The engine should be warmed up to operating
temperature with the doors closed and windows
open.
(5) Insert a thermometer in the driver's side center
panel A/C-heater outlet and operate the engine for
five minutes.
(6) If the compressor clutch does not engage, pro-
ceed with diagnosis of the compressor clutch coil.
(Refer to 24 - HEATING & AIR CONDITIONING/
CONTROLS - FRONT/COMPRESSOR CLUTCH
COIL - DIAGNOSIS AND TESTING).
(7) With the A/C compressor clutch engaged, com-
pare the air temperature at the center panel outlet
and the compressor discharge pressure to the A/C
Performance Temperature and Pressure chart. The
compressor clutch may cycle, depending upon the
ambient temperature and humidity. If the clutch
cycles, use the readings obtained before the clutch
disengaged.
RSHEATING & AIR CONDITIONING24-7
HEATING & AIR CONDITIONING (Continued)

A/C PERFORMANCE TEMPERATURE AND PRESSURE
Ambient Temperature21É C
(70É F)27É C
(80É F)32É C
(90É F)38É C
(100É F)43É C
(110É F)
Left Center Panel
Outlet Discharge Air
Temperature1to8ÉC
(34 to 46É F)3to9ÉC
(37 to 49É F)4 to 10ÉC
(39 to 50É F)6to11ÉC
(43 to 52É F)7 to 18É C
(45 to 65É F)
Discharge Pressure
(High Side Service
Port)1034 to 1724
kPa
(150 to 250 psi)1517 to 2275
kPa
(220 to 330
psi)1999 to 2620
kPa
(290 to 380 psi)2068 to 2965
kPa
(300 to 430 psi)2275 to 3421
kPa
(330 to 450
psi)
Suction Pressure
(Low Side Service
Port)103 to 207 kPa
(15 to 30 psi)117to221
kPa
(17 to 32 psi)138 to 241 kPa
(20 to 35 psi)172 to 269 kPa
(25 to 39 psi)207 to 345
kPa
(30 to 50 psi)
(8) If the air outlet temperature fails to meet the
specifications in the A/C Performance Temperature
and Pressure chart, or if the compressor dischargepressure is high, refer to the Pressure Diagnosis
Chart.
PRESSURE DIAGNOSIS
Condition Possible Causes Correction
Rapid A/C compressor clutch
cycling (ten or more cycles
per minute).1. Low refrigerant system
charge.1. See Refrigerant System Leaks in this group.
Test the refrigerant system for leaks. Repair,
evacuate and charge the refrigerant system, if
required.
Equal pressures, but the
compressor clutch does not
engage.1. No refrigerant in the
refrigerant system.1. See Refrigerant System Leaks in this group.
Test the refrigerant system for leaks. Repair,
evacuate and charge the refrigerant system, if
required.
2. Faulty fuse. 2. Check the fuses in the Integrated Power
Module. Repair the shorted circuit or component
and replace the fuses, if required. Refer to Group
8.
3. Faulty A/C compressor
clutch coil.3. See A/C Compressor Clutch Coil in this group.
Test the compressor clutch coil and replace, if
required.
4. Faulty A/C compressor
clutch relay.4. See A/C Compressor Clutch Relay in this
group. Test the compressor clutch relay and relay
circuits. Repair the circuits or replace the relay, if
required.
5. Improperly installed or
faulty evaporator temperature
sensor.5. See Evaporator Temperature Sensor in this
group. Test the sensor and replace, if required.
6. Faulty A/C pressure
transducer.6. See A/C Pressure Transducer in this group.
Test the sensor and replace, if required.
7. Faulty Powertrain Control
Module (PCM).7. Refer to the proper Diagnostic Procedures
manual for testing of the PCM. Test the PCM and
replace, if required.
24 - 8 HEATING & AIR CONDITIONINGRS
HEATING & AIR CONDITIONING (Continued)