Trans 41 TE

2008 Dodge Avenger SE
2008 AUTOMATIC TRANSMISSION 41TE - Service Information - Avenger & Sebring
DESCRIPTION
41TE TRANSAXLE
Fig. 1: 41TE Automatic Transaxle

Courtesy of CHRYSLER LLC
1 - TRANSAXLE CASE 7 - REVERSE CLUTCH 13 - OUTPUT SHAFT GEAR

2 - TORQUE CONVERTER 8 - FRONT PLANET CARRIER 14 - TRANSFER SHAFT GEAR
viernes, 8 de marzo de 2019 01:07:04

01:06:53 p. m. Page 1 © 2011 Mitchell Repair Information Company, LLC.
3 - OIL PUMP 9 - 2/4 CLUTCH 15 - TRANSFER SHAFT

4 - INPUT SPEED SENSOR 10 - L/R CLUTCH 16 - DIFFERENTIAL
5 - UNDERDRIVE CLUTCH 11 - OUTPUT SPEED SENSOR 17 - CONVERTER DRIVE
PLATE
6 - OVERDRIVE CLUTCH 12 - REAR PLANET 18 - INPUT SHAFT
CARRIER/OUTPUT SHAFT
The 41TE is a four-speed transaxle that is a conventional hydraulic/mechanical assembly with an integral
differential, and is controlled with adaptive electronic controls and monitors. The hydraulic system of the
transaxle consists of the transaxle fluid, fluid passages, hydraulic valves, and various line pressure control
components. An input clutch assembly which houses the underdrive, overdrive, and reverse clutches is used. It
also utilizes separate holding clutches: 2nd/4th gear and Low/Reverse. The primary mechanical components of
the transaxle consist of the following: See Fig. 1.
Three multiple disc input clutches

Two multiple disc holding clutches
Four hydraulic accumulators
Two planetary gear sets
Hydraulic oil pump
Valve body
Solenoid/Pressure switch assembly
Integral differential assembly
Control of the transaxle is accomplished by fully adaptive electronics. Optimum shift scheduling is
accomplished through continuous real-time sensor feedback information provided to the Powertrain Control
Module (PCM) or Transmission Control Module (TCM).
The PCM/TCM is the heart of the electronic control system and relies on information from various direct and
indirect inputs (sensors, switches, etc.) to determine driver demand and vehicle operating conditions. With this
information, the PCM/TCM can calculate and perform timely and quality shifts through various output or
control devices (solenoid pack, transmission control relay, etc.).
The PCM/TCM also performs certain self-diagnostic functions and provides comprehensive information (sensor
data, DTC's, etc.) which is helpful in proper diagnosis and repair. This information can be viewed with the DRB
scan tool.
TRANSAXLE IDENTIFICATION
viernes, 8 de marzo de 2019 01:06:53 p. m. Page 2 © 2011 Mitchell Repair Information Company, LLC.
Fig. 2: Transaxle Identification Label

1 - IDENTIFICATION LABEL
The 41TE transaxle is identified by a bar code label (1) that is fixed to the transaxle case. See Fig. 2.
Fig. 3: Identification Label Breakdown

1 - T=TRACEABILITY
2 - SUPPLIER CODE (PK=KOKOMO)
3 - COMPONENT CODE (TK=KOKOMO TRANSMISSION)
4 - BUILD DAY (344=DEC. 9)

5 - BUILD YEAR (9=1999)
6 - LINE/SHIFT CODE (3=3RD SHIFT)
7 - BUILD SEQUENCE NUMBER
8 - LAST THREE OF P/N
9 - ALPHA
10 - TRANSAXLE PART NUMBER
11 - P=PART NUMBER
The label contains a series of digits that can be translated into useful information such as transaxle part number,
date of manufacture, manufacturing origin, plant shift number, build sequence number, etc. Refer to Fig. 3 for
identification label breakdown.
If the tag is not legible or missing, the "PK" number, which is stamped into the transaxle case behind the
transfer gear cover, can be referred to for identification. This number differs slightly in that it contains the entire
transaxle part number, rather than the last three digits.
OPERATION
40/41TE TRANSAXLE
Transmission output is directed to an integral differential by a transfer gear system in the following input-to-
output ratios:
First
2.84 : 1
Second
1.57 : 1
Third
1.00 : 1
Overdrive
0.69 : 1
Reverse
2.21 : 1
DIAGNOSIS AND TESTING
40/41TE TRANSAXLE GENERAL DIAGNOSIS
NOTE: Before attempting any repair on a 40/41TE four-speed automatic transaxle,

check for Diagnostic Trouble Codes (DTC's) using the scan tool.
Transaxle malfunctions may be caused by these general conditions:
Poor engine performance

Improper adjustments
Hydraulic malfunctions
Mechanical malfunctions
Electronic malfunctions
Diagnosis of these problems should always begin by checking the easily accessible variables: fluid level and
condition, gearshift cable adjustment. Then perform a road test to determine if the problem has been corrected
or that more diagnosis is necessary. If the problem persists after the preliminary tests and corrections are
completed, hydraulic pressure checks should be performed.
CLUTCH AIR PRESSURE TESTS
Fig. 4: Air Pressure Test Plate

1 - AIR PRESSURE TEST PLATE TOOL 6056

2 - ACCUMULATORS
Inoperative clutches can be located using a series of tests by substituting air pressure for fluid pressure using Air
Pressure Test Plate 6056 (1). See Fig. 4.
Fig. 5: Testing Reverse Clutch

1 - AIR PRESSURE TEST PLATE 6056

2 - AIR NOZZLE
The clutches may be tested by applying air pressure (2) to their respective passages. The valve body must be
removed and Air Pressure Test Plate 6056 (1) installed. To make air pressure tests, proceed as follows: See Fig.
5.
NOTE: The compressed air supply must be free of all dirt and moisture. Use a pressure
of 30 psi.
Remove oil pan and valve body. See REMOVAL.
OVERDRIVE CLUTCH
Apply air pressure to the overdrive clutch apply passage and watch for the push/pull piston to move forward.
The piston should return to its starting position when the air pressure is removed.
REVERSE CLUTCH
Apply air pressure to the reverse clutch apply passage and watch for the push/pull piston to move rearward. The
piston should return to its starting position when the air pressure is removed.
2/4 CLUTCH
Apply air pressure to the feed hole located on the 2/4 clutch retainer. Look in the area where the 2/4 piston
contacts the first separator plate and watch carefully for the 2/4 piston to move rearward. The piston should
return to its original position after the air pressure is removed.
LOW/REVERSE CLUTCH
Apply air pressure to the low/reverse clutch feed hole (rear of case, between 2 bolt holes). Then, look in the area
where the low/reverse piston contacts the first separator plate. Watch carefully for the piston to move forward.
The piston should return to its original position after the air pressure is removed.
UNDERDRIVE CLUTCH
Because this clutch piston cannot be seen, its operation is checked by function. Air pressure is applied to the
low/reverse and the 2/4 clutches. This locks the output shaft. Use a piece of rubber hose wrapped around the
input shaft and a pair of clamp-on pliers to turn the input shaft. Next apply air pressure to the underdrive clutch.
The input shaft should not rotate with hand torque. Release the air pressure and confirm that the input shaft will
rotate.
HYDRAULIC PRESSURE TESTS
Fig. 6: Electrical Connectors At Case

NOTE: Before preforming the hydraulic pressure tests be certain to disconnect the
Variable Line Pressure (VLP) electrical connector (2) at the transmission. Check
for and clear any codes that may have been set after preforming any hydraulic
pressure tests and connecting the Variable Line Pressure (VLP) electrical
connector.
Fig. 7: Identifying Pressure Taps

1 - OVERDRIVE CLUTCH
2 - TORQUE CONVERTER OFF
3 - LOW/REVERSE CLUTCH
4 - 2/4 CLUTCH
5 - REVERSE CLUTCH
6 - UNDERDRIVE CLUTCH
Pressure testing is a very important step in the diagnostic procedure. These tests usually reveal the cause of
most hydraulic transaxle problems.
Before performing pressure tests, be certain that fluid level and condition, and shift cable adjustments have been
checked and approved. Fluid must be at operating temperature 150-200°F (66-93°C).
Install an engine tachometer, raise vehicle on hoist which allows front wheels to turn, and position tachometer
so it can be read.
Attach 300 psi Gauge C-3293SP to port(s) (1) overdrive clutch, (2) torque converter off, (3) low/reverse clutch,
(4) 2/4 clutch, (5) reverse clutch, (6) underdrive clutch required for test(s) being conducted. Use Adapter Set L-
4559 to adapt gauge(s) to transaxle. See Fig. 7.
TEST ONE-SELECTOR IN LOW (1ST GEAR)
1. Attach pressure gauge to the low/reverse clutch tap.

2. Move selector lever to the (L) position.
3. Allow vehicle wheels to turn and increase throttle opening to achieve an indicated vehicle speed to 20
mph.
4. Low/reverse clutch pressure should read 115 to 145 psi.
5. This test checks pump output, pressure regulation and condition of the low/reverse clutch hydraulic
circuit and shift schedule.
TEST TWO-SELECTOR IN DRIVE (2ND GEAR)
NOTE: This test checks the underdrive clutch hydraulic circuit as well as the shift
schedule.
1. Attach gauge to the underdrive clutch tap.

2. Move selector lever to the 3 position.
3. Allow vehicle wheels to turn and increase throttle opening to achieve an indicated vehicle speed of 30
mph.
4. In second gear the underdrive clutch pressure should read 110 to 145 psi.
TEST TWO A-SELECTOR IN OD (4TH GEAR)
NOTE: This test checks the underdrive clutch hydraulic circuit as well as the shift
schedule.
1. Attach gauge to the underdrive clutch tap.

2. Move selector lever to the (OD) position.
3. Allow wheels to rotate freely and increase throttle opening to achieve an indicated speed of 40 mph.
4. Underdrive clutch pressure should read below 5 psi. If not, then either the solenoid assembly or
PCM/TCM is at fault.
TEST THREE-OVERDRIVE CLUTCH CHECK (3RD AND 2ND GEAR)
1. Attach gauge to the overdrive clutch tap.

mph. Vehicle should be in 3rd gear.
4. Overdrive clutch pressure should read 74 to 95 psi.
5. Move selector lever to the (3) position and increase indicated vehicle speed to 30 mph.
6. The vehicle should be in second gear and overdrive clutch pressure should be less than 5 psi.
7. This test checks the overdrive clutch hydraulic circuit as well as the shift schedule.
TEST FOUR-SELECTOR IN OVERDRIVE (4TH GEAR)
1. Attach gauge to the 2/4 clutch tap.

3. Allow vehicle front wheels to turn and increase throttle opening to achieve an indicated vehicle speed of
30 mph. Vehicle should be in 4th gear.
4. The 2/4 clutch pressure should read 75 to 95 psi.
5. This test checks the 2/4 clutch hydraulic circuit.
TEST FIVE-SELECTOR IN OVERDRIVE (4TH GEAR-CC ON)
1. Attach gauge to the torque converter clutch off pressure tap.

mph. Vehicle should be in 4th gear, CC on.
CAUTION: Both wheels must turn at the same speed.
4. Torque converter clutch off pressure should be less than 5 psi.

5. This test checks the torque converter clutch hydraulic circuit.
TEST SIX-SELECTOR IN REVERSE
1. Attach gauges to the reverse and LR clutch tap.

2. Move selector lever to the (R) position.
3. Read reverse clutch pressure with output stationary (foot on brake) and throttle opened to achieve 1500
RPM.
4. Reverse and LR clutch pressure should read 165 to 235 psi.
5. This test checks the reverse clutch hydraulic circuit.
TEST RESULT INDICATIONS
1. If proper line pressure is found in any one test, the pump and pressure regulator are working properly.
2. Low pressure in all positions indicates a defective pump, a clogged filter, or a stuck pressure regulator
valve.
3. Clutch circuit leaks are indicated if pressures do not fall within the specified pressure range.
4. If the overdrive clutch pressure is greater than 5 psi in step 4 of Test Three, a worn reaction shaft seal ring
or a defective solenoid assembly is indicated.
5. If the underdrive clutch pressure is greater than 5 psi in step 4 of Test Two A, a defective solenoid
assembly or PCM/TCM is the cause.
PRESSURE CHECK SPECIFICATIONS

Pressure Taps
Gear Selector Actual Torque
Underdrive Position Gear Overdrive Reverse Converter 2/4 Low/Reverse
Clutch Clutch Clutch Clutch Clutch
Clutch Off
PARK
PARK 0-2 0-5 0-2 60-110 0-2 115-145
0 mph *
REVERSE
REVERSE 0-2 0-7 165-235 50-100 0-2 165-235
0 mph *
NEUTRAL
NEUTRAL 0-2 0-5 0-2 60-110 0-2 115-145
0 mph *
LOW
FIRST 110-145 0-5 0-2 60-110 0-2 115-145
20 mph #
3
SECOND 110-145 0-5 0-2 60-110 115-145 0-2
30 mph #
3
DIRECT 75-95 75-95 0-2 60-90 0-2 0-2
45 mph #
OD
OVERDRIVE 0-2 75-95 0-2 60-90 75-95 0-2
30 mph #
OD OVERDRIVE
0-2 75-95 0-2 0-5 75-95 0-2
50 mph # WITH TCC
* Engine speed at 1500 RPM
# CAUTION: Both front wheels must be turning at the same speed.
ROAD TEST
Prior to performing a road test, verify that the fluid level, fluid condition, and linkage adjustment have been
approved.
During the road test, the transaxle should be operated in each position to check for slipping and any variation in
shifting.
If the vehicle operates properly at highway speeds, but has poor acceleration, the converter stator overrunning
clutch may be slipping. If acceleration is normal, but high throttle opening is needed to maintain highway
speeds, the converter stator clutch may have seized. Both of these stator defects require replacement of the
torque converter and thorough transaxle cleaning.
Slipping clutches can be isolated by comparing the "Elements in Use" chart with clutch operation encountered
on a road test. This chart identifies which clutches are applied at each position of the selector lever.
A slipping clutch may also set a DTC and can be determined by operating the transaxle in all selector positions.
ELEMENTS IN USE AT EACH POSITION OF SELECTOR LEVER

Shift Lever INPUT CLUTCHES HOLDING CLUTCHES
Position Underdrive Overdrive Reverse 2/4 Low/Reverse
P - PARK - - - - X
R - REVERSE - - X - X
N - NEUTRAL - - - - X
OD - OVERDRIVE - - - - -
First X - - - X
Second X - - X -
Direct X X - - -
Overdrive - X - X -
D - DRIVE* - - - - -
First X - - - X
Second X - - X -
Direct X X - - -
L - LOW* - - - - -
First X - - - X
Second X - - X -
Direct X X - - -
* Vehicle upshift and downshift speeds are increased when in these selector positions.
The process of elimination can be used to detect any unit which slips and to confirm proper operation of good
units. Road test analysis can diagnose slipping units, but the cause of the malfunction cannot be determined.
Practically any condition can be caused by leaking hydraulic circuits or sticking valves.
TORQUE CONVERTER HOUSING FLUID LEAKAGE
Fig. 8: 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
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 converter 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. 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 inspect pump seal (1), pump vent (2), pump bolts
(3), pump gasket (4), converter housing (5), converter (6) and a rear main seal leak (7). 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. 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 converter itself. Pump seal or gasket leaks usually
travel down the inside of the converter housing.
TORQUE CONVERTER LEAKAGE
Fig. 9: Converter Potential Leak Points - Typical

1 - OUTSIDE DIAMETER WELD

2 - TORQUE CONVERTER HUB WELD
3 - STARTER RING GEAR
4 - LUG
Possible sources of torque converter leakage are:
Torque converter weld leaks at the outside diameter weld (1). See Fig. 9.
Torque converter hub weld (2).

Trans 41 TE

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2008 Dodge Avenger SE

2008 AUTOMATIC TRANSMISSION 41TE - Service Information - Avenger & Sebring

Fig. 1: 41TE Automatic Transaxle

1 - TRANSAXLE CASE 7 - REVERSE CLUTCH 13 - OUTPUT SHAFT GEAR

viernes, 8 de marzo de 2019 01:07:04

3 - OIL PUMP 9 - 2/4 CLUTCH 15 - TRANSFER SHAFT

Three multiple disc input clutches

Fig. 2: Transaxle Identification Label

Fig. 3: Identification Label Breakdown

4 - BUILD DAY (344=DEC. 9)

DIAGNOSIS AND TESTING

40/41TE TRANSAXLE GENERAL DIAGNOSIS

NOTE: Before attempting any repair on a 40/41TE four-speed automatic transaxle,

Transaxle malfunctions may be caused by these general conditions:

Poor engine performance

CLUTCH AIR PRESSURE TESTS

Fig. 4: Air Pressure Test Plate

1 - AIR PRESSURE TEST PLATE TOOL 6056

Fig. 5: Testing Reverse Clutch

1 - AIR PRESSURE TEST PLATE 6056

Remove oil pan and valve body. See REMOVAL.

HYDRAULIC PRESSURE TESTS

Fig. 6: Electrical Connectors At Case

Fig. 7: Identifying Pressure Taps

most hydraulic transaxle problems.

TEST ONE-SELECTOR IN LOW (1ST GEAR)

1. Attach pressure gauge to the low/reverse clutch tap.

TEST TWO-SELECTOR IN DRIVE (2ND GEAR)

1. Attach gauge to the underdrive clutch tap.

TEST TWO A-SELECTOR IN OD (4TH GEAR)

1. Attach gauge to the underdrive clutch tap.

TEST THREE-OVERDRIVE CLUTCH CHECK (3RD AND 2ND GEAR)

1. Attach gauge to the overdrive clutch tap.

TEST FOUR-SELECTOR IN OVERDRIVE (4TH GEAR)

1. Attach gauge to the 2/4 clutch tap.

TEST FIVE-SELECTOR IN OVERDRIVE (4TH GEAR-CC ON)

1. Attach gauge to the torque converter clutch off pressure tap.

CAUTION: Both wheels must turn at the same speed.

4. Torque converter clutch off pressure should be less than 5 psi.

TEST SIX-SELECTOR IN REVERSE

1. Attach gauges to the reverse and LR clutch tap.

TEST RESULT INDICATIONS

PRESSURE CHECK SPECIFICATIONS

ELEMENTS IN USE AT EACH POSITION OF SELECTOR LEVER

TORQUE CONVERTER HOUSING FLUID LEAKAGE

Fig. 8: Converter Housing Leak Paths

1. Verify proper transmission fluid level.

TORQUE CONVERTER LEAKAGE

Fig. 9: Converter Potential Leak Points - Typical

1 - OUTSIDE DIAMETER WELD

Possible sources of torque converter leakage are:

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