2005 CHRYSLER VOYAGER error code

²The ORC receives an occupant classification
message indicating that the passenger front seat is
empty.
²The seat is occupied by a load equal to or
greater than a fifth percentile female.
²OR, until the ignition switch is turned to the
OFF position, whichever of these three occurs first.
²Load Undetermined Occupant Classifica-
tion Message- Each time the ORC receives a mes-
sage from the OCM indicating that a load cannot be
determined in the passenger front seat, the passen-
ger airbag and seat belt tensioner deployment cir-
cuits are deactivated and the PAD indicator will be
illuminated. The indicator remains illuminated until:
²The ORC receives an occupant classification
message indicating that the passenger front seat is
empty.
²The seat is occupied by a load equal to or
greater than a fifth percentile female.
²OR, until the ignition switch is turned to the
OFF position, whichever of these three occurs first.
²Communication Error- If the ORC receives
invalid occupant classification messages or no mes-
sages from the OCM, the PAD indicator is illumi-
nated. The indicator remains illuminated until:
²The ORC receives an occupant classification
message indicating that the passenger front seat is
empty.
²The seat is occupied by a load equal to or
greater than a fifth percentile female.
²OR, until the ignition switch is turned to the
OFF position, whichever of these three occurs first.
The ORC continually monitors the occupant classi-
fication messages from the OCM to decide whether
the passenger airbag and seat belt tensioner deploy-
ment circuits should be activated or deactivated.
Note that there may be several seconds of delay
between changes in the detected occupant status and
PAD indications. This is a programmed feature of the
OCM used to prevent a flashing indicator condition
resulting from the normal shifting of occupant weight
on the passenger seat cushion. The ORC then pro-
vides the proper control output to turn the PAD indi-
cator ON or OFF.
The ORC will store a Diagnostic Trouble Code
(DTC) for any malfunction it detects. For proper
diagnosis of the OCM, the ORC, the PCI data bus, or
the electronic message inputs to the ORC that con-
trol the PAD indicator, use a scan tool and the appro-
priate diagnostic information.REMOVAL
(1) Open hood.
(2) Disconnect and isolate the battery negative
cable.
(3)
WARNING: Wait two minutes for the airbag system
reserve capacitor to discharge before beginning
any airbag system or component service. Failure to
do so may result in accidental airbag deployment,
personal injury or death.
(4) Remove instrument panel center bezel (Refer to
23 - BODY/INSTRUMENT PANEL/INSTRUMENT
PANEL CENTER BEZEL - REMOVAL).
(5) From the back of the center bezel, depress the
two latches toward the indicator housing and push
the indicator out through the face of the center bezel.
INSTALLATION
(1) From the face of the instrument panel center
bezel, align the Passenger Airbag Disabled (PAD)
indicator housing with the mounting hole.
(2) Firmly push the indicator into the center bezel
until the two latches are fully engaged on the back of
the cap and are snapped in.
(3) Install the instrument panel center bezel (Refer
to 23 - BODY/INSTRUMENT PANEL/INSTRUMENT
PANEL CENTER BEZEL - INSTALLATION).
WARNING: Do not connect the battery negative
cable (Refer to 8 - ELECTRICAL/RESTRAINTS -
DIAGNOSIS AND TESTING - AIRBAG SYSTEM). Per-
sonal injury or death may result if the system test
is not performed first.
WARNING: Following successful completion of the
Airbag System test procedure, the Occupant Classi-
fication System Verification Test must be done
using a scan tool and the appropriate diagnostic
information.
(4) Close hood.
(5) Verify system and vehicle operation.
8O - 34 RESTRAINTSRS
PASSENGER AIRBAG DISABLED INDICATOR (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)

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. 305).
(4) Disconnect input speed sensor connector (Fig.
305).
Fig. 305 Transmission Connectors
1 - SOLENOID PACK CONNECTOR
2 - INPUT SPEED SENSOR CONNECTOR
3 - OUTPUT SPEED SENSOR CONNECTOR
4 - TRANSMISSION RANGE SENSOR CONNECTOR
RS41TE AUTOMATIC TRANSAXLE21 - 269
SOLENOID/PRESSURE SWITCH ASSY (Continued)

SERVICE MANUAL COMMENTS
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