2005 CHRYSLER VOYAGER oil

stick closely. If there is any doubt about its condition,
drain out a sample for a double check.
MopartATF+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.STANDARD PROCEDURE - FLUID AND FILTER
SERVICE
NOTE: Refer to the maintenance schedules in
LUBRICATION and MAINTENANCE, or the vehicle
owner's manual, for the recommended maintenance
(fluid/filter change) intervals for this transaxle.
NOTE: Only fluids of the type labeled MoparTATF+4
(Automatic Transmission Fluid) should be used. A
filter change should be made at the time of the
transmission oil change. The magnet (on the inside
of the oil pan) should also be cleaned with a clean,
dry cloth.
NOTE: If the transaxle is disassembled for any rea-
son, the fluid and filter should be changed.
Fig. 206 Transmission Fluid Temperature Chart
1 - MAX. LEVEL2 - MIN. LEVEL
RS41TE AUTOMATIC TRANSAXLE21 - 231
FLUID (Continued)

FLUID/FILTER SERVICE (RECOMMENDED)
(1) Raise vehicle on a hoist. Refer to LUBRICA-
TION and MAINTENANCE for proper procedures.
Place a drain container with a large opening, under
transaxle oil pan.
(2) Loosen pan bolts and tap the pan at one corner
to break it loose allowing fluid to drain, then remove
the oil pan.
(3) Install a new filter and o-ring on bottom of the
valve body (Fig. 207).
(4) Clean the oil pan and magnet. Reinstall pan
using new Mopar Silicone Adhesive sealant. Tighten
oil pan bolts to 19 N´m (165 in. lbs.).
(5) Pour four quarts of MopartATF+4 (Automatic
Transmission Fluid) through the dipstick opening.
(6) 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.
(7) 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. 208).
(8) Recheck the fluid level after the transaxle has
reached normal operating temperature (180ÉF.). Refer
to Fluid Level and Condition Check for the proper
fluid fill procedure.
(9) To prevent dirt from entering transaxle, make
certain that dipstick is fully seated into the dipstick
opening.
DIPSTICK TUBE FLUID SUCTION METHOD
(ALTERNATIVE)
(1) When performing the fluid suction method,
make sure the transaxle is at full operating temper-
ature.
(2) To perform the dipstick tube fluid suction
method, use a suitable fluid suction device (VaculaŸ
or equivalent).
(3) Insert the fluid suction line into the dipstick
tube.
NOTE: Verify that the suction line is inserted to the
lowest point of the transaxle oil pan. This will
ensure complete evacuation of the fluid in the pan.
(4) Follow the manufacturers recommended proce-
dure and evacuate the fluid from the transaxle.
(5) Remove the suction line from the dipstick tube.
(6) Pour four quarts of MopartATF+4 (Automatic
Transmission Fluid) 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. 208).
(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.
Fig. 207 Filter and O-Ring
1 - OIL FILTER
2 - O-RING
Fig. 208 Fluid Level Indicator
1 - FLUID LEVEL INDICATOR
21 - 232 41TE AUTOMATIC TRANSAXLERS
FLUID (Continued)

OIL PUMP
DESCRIPTION
The oil pump is located in the pump housing inside
the bell housing of the transaxle case (Fig. 279). The
oil pump consists of an inner and outer gear, a hous-
ing, and a cover that also serves as the reaction shaft
support.
OPERATION
As the torque converter rotates, the converter hub
rotates the inner and outer gears. As the gears
rotate, the clearance between the gear teeth
increases in the crescent area, and creates a suction
at the inlet side of the pump. This suction draws
fluid through the pump inlet from the oil pan. As the
clearance between the gear teeth in the crescent area
decreases, it forces pressurized fluid into the pump
outlet and to the valve body.
DISASSEMBLY
When disassembling the transaxle it is necessary
to inspect the oil pump for wear and damage.
(1) Remove the reaction shaft support-to-pump
body bolts (Fig. 280).
(2) Remove reaction shaft support from pump
housing (Fig. 281).
Fig. 279 Oil Pump Assembly
1 - PUMP BODY
2 - OUTER GEAR
3 - INNER GEAR
4 - REACTION SHAFT SUPPORT
5 - SEAL RINGS (4)
6 - REACTION SHAFT
7 - CRESCENT
Fig. 280 Reaction Support-to-Pump Body Bolts
1 - BOLT (6)
2 - PUMP BODY
3 - REACTION SHAFT SUPPORT
Fig. 281 Reaction Shaft Support
1 - PUMP BODY
2 - PUMP GEARS
3 - REACTION SHAFT SUPPORT
RS41TE AUTOMATIC TRANSAXLE21 - 261

(3) Remove the pump gears (Fig. 282) and check
for wear and damage on pump housing and gears.
(4) Re-install the gears and check clearances.
(5) Measure the clearance between the outer gear
and the pump pocket (Fig. 283). Clearance should be
0.089±0.202 mm (0.0035-0.0079 in.).(6) Measure clearance between outer gear and
crescent (Fig. 284). Clearance should be 0.060-0.298
mm (0.0023-0.0117 in.).
(7) Measure clearance between inner gear and
crescent (Fig. 285). Clearance should be 0.093-0.385
mm (0.0036-0.0151 in.).
Fig. 282 Oil Pump Assembly
1 - PUMP BODY
2 - OUTER GEAR
3 - INNER GEAR
4 - REACTION SHAFT SUPPORT
5 - SEAL RINGS (4)
6 - REACTION SHAFT
7 - CRESCENT
Fig. 283 Measuring Outer Gear-to-Pocket
1 - FEELER GAUGE
2 - OUTER GEAR
3 - PUMP BODY
Fig. 284 Measuring Outer Gear-to-Crescent
1 - FEELER GAUGE
2 - OUTER GEAR
3 - CRESCENT
4 - INNER GEAR
Fig. 285 Measuring Inner Gear-to-Crescent
1 - FEELER GAUGE
2 - OUTER GEAR
3 - CRESCENT
4 - INNER GEAR
21 - 262 41TE AUTOMATIC TRANSAXLERS
OIL PUMP (Continued)

(8) Position an appropriate piece of Plastigage
across both pump gears.
(9) Align the Plastigage to a flat area on the reac-
tion shaft support housing.
(10) Install the reaction shaft to the pump housing
(Fig. 280). Tighten the bolts to 27 N´m (20 ft. lbs.).
(11) Remove bolts and carefully separate the hous-
ings. Measure the Plastigage following the instruc-
tions supplied.
(12) Clearance between both gear end faces and
the reaction shaft support should be 0.020-0.046 mm
(0.0008-0.0018 in.).
ASSEMBLY
(1) Assemble oil pump as shown in (Fig. 286).
(2) Install and torque reaction shaft support-to-oil
pump housing bolts to 28 N´m (20 ft. lbs.) torque
(Fig. 287).
PLANETARY GEARTRAIN
DESCRIPTION
The planetary geartrain is located between the
input clutch assembly and the rear of the transaxle
case. The planetary geartrain consists of two sun
gears, two planetary carriers, two annulus (ring)
gears, and one output shaft (Fig. 288).
OPERATION
The planetary geartrain utilizes two planetary gear
sets that connect the transmission input shaft to the
output shaft. Input and holding clutches drive or lock
different planetary members to change output ratio
or direction.
Fig. 286 Oil Pump Assembly
1 - PUMP BODY
2 - OUTER GEAR
3 - INNER GEAR
4 - REACTION SHAFT SUPPORT
5 - SEAL RINGS (4)
6 - REACTION SHAFT
7 - CRESCENT
Fig. 287 Reaction Support-to-Pump Body Bolts
1 - BOLT (6)
2 - PUMP BODY
3 - REACTION SHAFT SUPPORT
Fig. 288 Planetary Geartrain
1 - FRONT SUN GEAR ASSEMBLY
2 - #6 THRUST BEARING
3 - #7 THRUST BEARING
4 - REAR CARRIER/FRONT ANNULUS ASSEMBLY
5 - REAR SUN GEAR
6 - FRONT CARRIER/REAR ANNULUS ASSEMBLY
RS41TE AUTOMATIC TRANSAXLE21 - 263
OIL PUMP (Continued)

SEAL - OIL PUMP
REMOVAL
(1) Remove transaxle from vehicle (Refer to 21 -
TRANSMISSION/TRANSAXLE/AUTOMATIC - 41TE
- REMOVAL).
(2) Using Tool C-3981-B, remove oil pump seal
(Fig. 289).
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.
Fig. 289 Remove Oil Pump Seal
1 - TOOL C-3981±B
2 - OIL PUMP SEAL
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
21 - 264 41TE AUTOMATIC TRANSAXLERS

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.
309), sealed with an o-ring (Fig. 310), 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.
311), 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. 309 Input Speed Sensor Location
1 - INPUT SPEED SENSOR
Fig. 310 O-Ring Location
1 - INPUT SPEED SENSOR
2 - O-RING
Fig. 311 Sensor Relation to Input Clutch Hub
1 - INPUT SPEED SENSOR
2 - TRANSAXLE CASE
3 - INPUT CLUTCH HUB
RS41TE AUTOMATIC TRANSAXLE21 - 271

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.
315), sealed with an o-ring (Fig. 316), 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. 317), 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.
Fig. 315 Output Speed Sensor
1 - OUTPUT SPEED SENSOR
Fig. 316 O-Ring Location
1 - OUTPUT SPEED SENSOR
2 - O-RING
Fig. 317 Sensor Relation to Planet Carrier Park Pawl
1 - OUTPUT SPEED SENSOR
2 - REAR PLANET CARRIER/OUTPUT SHAFT ASSEMBLY
3 - TRANSAXLE CASE
RS41TE AUTOMATIC TRANSAXLE21 - 273