2005 CHRYSLER VOYAGER power modul

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.
F
luid 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:
²Torque converter weld leaks at the outside diam-
eter weld (Fig. 8).
²Torque 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 ªQuick-Learnº Procedure.
(Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL
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
RS40TE AUTOMATIC TRANSAXLE21-9
40TE AUTOMATIC TRANSAXLE (Continued)

(27) Lower engine/transaxle assembly with screw
jack.
(28) Obtain helper and/or transmission jack.
Secure transmission jack to transaxle assembly.
(29) Remove upper mount bracket from transaxle
(Fig. 14).
(30) Remove remaining transaxle bellhousing-to-
engine bolts.
(31) Remove transaxle assembly from vehicle.
DISASSEMBLY
NOTE: If transaxle is being overhauled (clutch
and/or seal replacement) or replaced, it is neces-
sary to perform the PCM/TCM Quick Learn Proce-
dure. (Refer to 8 - ELECTRICAL/ELECTRONIC
CONTROL MODULES/POWERTRAIN/TRANSMIS-
SION CONTROL MODULE - STANDARD PROCE-
DURE)
NOTE: This procedure does not include final drive
(differential) disassembly.
(1) Remove input and output speed sensors.
(2) Remove three (3) solenoid/pressure switch
assembly-to-case bolts.
(3) Remove solenoid/pressure switch assembly and
gasket (Fig. 15).(4) Remove oil pan-to-case bolts (Fig. 16).
(5) Remove oil pan (Fig. 17).
Fig. 15 Solenoid/Pressure Switch Assembly and
Gasket
1 - SOLENOID/PRESSURE SWITCH ASSEMBLY
2 - GASKET
Fig. 16 Remove Oil Pan Bolts
1 - OIL PAN BOLTS (USE RTV UNDER BOLT HEADS)
Fig. 17 Remove Oil Pan
1 - OIL PAN
2 - 1/8 INCH BEAD OF MOPARTATF RTV (MS-GF41)
3 - OIL FILTER
21 - 12 40TE AUTOMATIC TRANSAXLERS
40TE AUTOMATIC TRANSAXLE (Continued)

(69) Install and tighten solenoid/pressure switch
assembly-to-transaxle case bolts to 12 N´m (110 in.
lbs.) (Fig. 158).
(70) Install and torque input and output speed
sensors to case to 27 N´m (20 ft. lbs.).
INSTALLATION
NOTE: If transaxle assembly has been replaced or
overhauled (clutch and/or seal replacement), it is
necessary to perfrom the ªQuick-Learnº procedure.
(Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL
MODULES/TRANSMISSION CONTROL MODULE -
STANDARD PROCEDURE)
(1) Using a transmission jack and a helper, posi-
tion transaxle assembly to engine. Install and torque
bellhousing bolts to 95 N´m (70 ft. lbs.).
(2) Install upper mount assembly to transaxle and
torque bolts to 54 N´m (40 ft. lbs.) (Fig. 159).
(3) Raise engine/transaxle assembly into position.
Install and torque upper mount-to-bracket thru-bolt
to 75 N´m (55 ft. lbs.) (Fig. 159).
(4) Remove transmission jack and screw jack.
(5) Secure left wheelhouse splash shield.
(6) Install torque converter-to-drive plate bolts and
torque to 88 N´m (65 ft. lbs.)
(7) Install inspection cover.
(8) Install lateral bending brace.
(9) Install starter motor.(10) Install front mount/bracket assembly.
(11) Align and install rear mount bracket-to-case
bolts by hand (Fig. 160). Torque horizontal bolt to
102 N´m (75 ft. lbs.).
(12) AWD models: Install power transfer unit.
(Refer to 21 - TRANSMISSION/TRANSAXLE/
POWER TRANSFER UNIT - INSTALLATION)
(13) Install left and right halfshaft assemblies.
(Refer to 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).
Fig. 158 Attaching Bolts
1 - BOLTS
2 - SOLENOID AND PRESSURE SWITCH ASSEMBLY
Fig. 159 Left Mount to Bracket and Transaxle
1 - BOLT - BRACKET TO FRAME RAIL 68 N´m (50 ft. lbs.)
2 - BOLT - MOUNT TO RAIL THRU 75 N´m (55 ft. lbs.)
3 - BOLT - LEFT MOUNT TO TRANSAXLE 54 N´m (40 ft. lbs.)
4 - TRANSAXLE
5 - MOUNT - LEFT
6 - BRACKET - LEFT MOUNT
RS40TE AUTOMATIC TRANSAXLE21-51
40TE AUTOMATIC TRANSAXLE (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. 269). 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. 270). 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. 271), allow-
ing the shift lever to be moved into any gear position.
Fig. 269 Ignition Key/Switch Positions
1 - ACC
2 - LOCK
3 - OFF
4 - ON/RUN
5-START
Fig. 270 Pawl Engaged to Shift Lever
1 - GEAR SHIFT LEVER
2 - GEAR SHIFT LEVER PAWL
Fig. 271 Pawl Disengaged From Shift Lever
1 - GEAR SHIFT LEVER
2 - GEAR SHIFT LEVER PAWL
21 - 114 40TE AUTOMATIC TRANSAXLERS
SHIFT INTERLOCK SOLENOID (Continued)

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
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, the ªQuick-Learnº procedure must
be performed. (Refer to 8 - ELECTRICAL/ELEC-
TRONIC 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. 281).
(4) Disconnect input speed sensor connector (Fig.
281).
Fig. 281 Transmission Connectors
1 - SOLENOID PACK CONNECTOR
2 - INPUT SPEED SENSOR CONNECTOR
3 - OUTPUT SPEED SENSOR CONNECTOR
4 - TRANSMISSION RANGE SENSOR CONNECTOR
21 - 118 40TE AUTOMATIC TRANSAXLERS
SOLENOID/PRESSURE SWITCH ASSY (Continued)

SPEED SENSOR - INPUT
DESCRIPTION
The Input Speed Sensor is a two-wire magnetic
pickup device that generates AC signals as rotation
occurs. It is threaded into the transaxle case (Fig.
285), sealed with an o-ring (Fig. 286), and is consid-
ered a primary input to the Powertrain/Transmission
Control Module.
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.
287), 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
Fig. 285 Input Speed Sensor Location
1 - INPUT SPEED SENSOR
Fig. 286 O-Ring Location
1 - INPUT SPEED SENSOR
2 - O-RING
Fig. 287 Sensor Relation to Input Clutch Hub
1 - INPUT SPEED SENSOR
2 - TRANSAXLE CASE
3 - INPUT CLUTCH HUB
21 - 120 40TE AUTOMATIC TRANSAXLERS

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. 305). 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)
(9) Fill the transmission with the recommended
fluid. (Refer to 21 - TRANSMISSION/TRANSAXLE/
AUTOMATIC - 41TE/FLUID - STANDARD PROCE-
DURE)
Fig. 305 Checking Torque Converter Seating
1 - SCALE
2 - STRAIGHTEDGE
RS40TE AUTOMATIC TRANSAXLE21 - 129
TORQUE CONVERTER (Continued)

TRANSMISSION CONTROL
RELAY
DESCRIPTION
The transmission control relay (Fig. 306) 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 PCM/TCM, and is used to supply power to the sole-
noid 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 battery 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 andcan only be serviced by removing the valve body. The
electrical connector extends through the transaxle
case (Fig. 307).
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. 308).
Fig. 306 Transmission Control Relay Location
1 - TRANSMISSION CONTROL RELAY
2 - LEFT FENDER
3 - INTELLIGENT POWER MODULE (IPM)
4 - BATTERY
Fig. 307 Transmission Range Sensor (TRS)
Location
1 - TRANSMISSION RANGE SENSOR
Fig. 308 Transmission Temperature Sensor
1 - TRANSMISSION RANGE SENSOR
2 - TEMPERATURE SENSOR
21 - 130 40TE AUTOMATIC TRANSAXLERS