2001 DODGE RAM clock

(3) Remove overrunning clutch assembly with
expanding type snap-ring pliers (Fig. 139). Insert pli-
ers into clutch hub. Expand pliers to grip hub splines
and remove clutch with counterclockwise, twisting
motion.
(4) Remove thrust bearing from overrunning
clutch hub.
(5) Remove overrunning clutch from hub.
(6) Mark position of annulus gear and direct clutch
drum for assembly alignment reference (Fig. 140).
Use small center punch or scriber to make alignment
marks.(7) Remove direct clutch drum rear retaining ring
(Fig. 141).
(8) Remove direct clutch drum outer retaining ring
(Fig. 142).
Fig. 141 Clutch Drum Inner Retaining Ring Removal
1 - INNER RETAINING RING
2 - DIRECT CLUTCH DRUM
3 - ANNULUS GEAR
Fig. 142 Clutch Drum Outer Retaining Ring Removal
1 - OUTER RETAINING RING
Fig. 139 Overrunning Clutch
1 - OVERRUNNING CLUTCH
2 - NEEDLE BEARING
Fig. 140 Marking Direct Clutch Drum And Annulus
Gear For Assembly Alignment
1 - DIRECT CLUTCH DRUM
2 - HAMMER
3 - PUNCH
BR/BEAUTOMATIC TRANSMISSION - 44RE 21 - 393
OVERDRIVE UNIT (Continued)

(10) Install overrunning clutch in output shaft
(Fig. 152). Insert snap-ring pliers in hub splines.
Expand pliers to grip hub. Then install assembly
with counterclockwise, twisting motion.
(11) Install planetary gear in annulus gear (Fig.
153). Be sure planetary pinions are fully seated in
annulus gear before proceeding.(12) Coat planetary thrust bearing and bearing
contact surface of spring plate with generous amount
of petroleum jelly. This will help hold bearing in
place during installation.
(13) Install planetary thrust bearing on sun gear
(Fig. 154). Slide bearing onto gear and seat it against
spring plate as shown. Bearing fits one-way only. If it
does not seat squarely against spring plate, remove
and reposition bearing.
Fig. 153 Planetary Gear Installation
1 - PLANETARY GEAR
2 - ANNULUS GEAR
Fig. 154 Planetary Thrust Bearing Installation
1 - SPRING PLATE
2 - PLANETARY THRUST BEARING
3 - SUN GEAR
Fig. 152 Overrunning Clutch Installation
1 - CLUTCH DRUM
2 - OVERRUNNING CLUTCH ASSEMBLY
3 - EXPANDING-TYPE SNAP-RING PLIERS
4 - CLUTCH DRUM
5 - ANNULUS GEAR
6 - OVERRUNNING CLUTCH ASSEMBLY SEATED IN OUTPUT
SHAFT
BR/BEAUTOMATIC TRANSMISSION - 44RE 21 - 397
OVERDRIVE UNIT (Continued)

(7) Install thrust bearing in overdrive unit sliding
hub. Use petroleum jelly to hold bearing in position.
CAUTION: Be sure the shoulder on the inside diam-
eter of the bearing is facing forward.
(8) Verify that splines in overdrive planetary gear
and overrunning clutch hub are aligned with Align-
ment Tool 6227-2. Overdrive unit cannot be installed
if splines are not aligned. If splines have rotated out
of alignment, unit will have to be disassembled to
realign splines.
(9) Carefully slide Alignment Tool 6227-2 out of
overdrive planetary gear and overrunning clutch
splines.
(10) Raise overdrive unit and carefully slide it
straight onto intermediate shaft. Insert park rod into
park lock reaction plug at same time. Avoid tilting
overdrive during installation as this could cause
planetary gear and overrunning clutch splines to
rotate out of alignment. If this occurs, it will be nec-
essary to remove and disassemble overdrive unit to
realign splines.
(11) Work overdrive unit forward on intermediate
shaft until seated against transmission case.
(12) Install bolts attaching overdrive unit to trans-
mission unit. Tighten bolts in diagonal pattern to 34
N´m (25 ft-lbs).
(13) Connect the transmission speed sensor and
overdrive wiring connectors.
(14) Install the transfer case, if equipped.
(15) Align and install rear propeller shaft, if nec-
essary. (Refer to 3 - DIFFERENTIAL & DRIVELINE/
PROPELLER SHAFT/PROPELLER SHAFT -
INSTALLATION)
OVERRUNNING CLUTCH
CAM/OVERDRIVE PISTON
RETAINER
DESCRIPTION
The overrunning clutch (Fig. 179) consists of an
inner race, an outer race (or cam), rollers and
springs, and the spring retainer. The number of roll-
ers and springs depends on what transmission and
which overrunning clutch is being dealt with.
OPERATION
As the inner race is rotated in a clockwise direction
(as viewed from the front of the transmission), the
race causes the rollers to roll toward the springs,
causing them to compress against their retainer. The
compression of the springs increases the clearance
between the rollers and cam. This increased clear-
ance between the rollers and cam results in a free-
wheeling condition. When the inner race attempts to
rotate counterclockwise, the action causes the rollers
to roll in the same direction as the race, aided by the
pushing of the springs. As the rollers try to move in
the same direction as the inner race, they are
wedged between the inner and outer races due to the
design of the cam. In this condition, the clutch is
locked and acts as one unit.
DISASSEMBLY
NOTE: To service the overrunning clutch cam and
the overdrive piston retainer, the transmission
geartrain and the overdrive unit must be removed
from the transmission.
Fig. 179 Overrunning Clutch
1 - OUTER RACE (CAM)
2 - ROLLER
3 - SPRING
4 - SPRING RETAINER
5 - INNER RACE (HUB)
BR/BEAUTOMATIC TRANSMISSION - 44RE 21 - 405
OVERDRIVE UNIT (Continued)

STATOR
The stator assembly (Fig. 235) is mounted on a sta-
tionary shaft which is an integral part of the oil
pump. The stator is located between the impeller and
turbine within the torque converter case (Fig. 236).
The stator contains an over-running clutch, which
allows the stator to rotate only in a clockwise direc-
tion. When the stator is locked against the over-run-
ning clutch, the torque multiplication feature of the
torque converter is operational.
Fig. 234 Turbine
1 - TURBINE VANE 4 - PORTION OF TORQUE CONVERTER COVER
2 - ENGINE ROTATION 5 - ENGINE ROTATION
3 - INPUT SHAFT 6 - OIL FLOW WITHIN TURBINE SECTION
Fig. 235 Stator Components
1 - CAM (OUTER RACE)
2 - ROLLER
3 - SPRING
4 - INNER RACE
BR/BEAUTOMATIC TRANSMISSION - 44RE 21 - 429
TORQUE CONVERTER (Continued)

TORQUE CONVERTER CLUTCH (TCC)
The TCC (Fig. 237) was installed to improve the
efficiency of the torque converter that is lost to the
slippage of the fluid coupling. Although the fluid cou-
pling provides smooth, shock-free power transfer, it is
natural for all fluid couplings to slip. If the impeller
and turbine were mechanically locked together, a
zero slippage condition could be obtained. A hydraulic
piston was added to the turbine, and a friction mate-
rial was added to the inside of the front cover to pro-
vide this mechanical lock-up.
OPERATION
The converter impeller (Fig. 238) (driving member),
which is integral to the converter housing and bolted
to the engine drive plate, rotates at engine speed.
The converter turbine (driven member), which reacts
from fluid pressure generated by the impeller, rotates
and turns the transmission input shaft.
TURBINE
As the fluid that was put into motion by the impel-
ler blades strikes the blades of the turbine, some of
the energy and rotational force is transferred into the
turbine and the input shaft. This causes both of them
(turbine and input shaft) to rotate in a clockwise
direction following the impeller. As the fluid is leav-
ing the trailing edges of the turbine's blades it con-
tinues in a ªhinderingº direction back toward the
impeller. If the fluid is not redirected before it strikes
the impeller, it will strike the impeller in such a
direction that it would tend to slow it down.
Fig. 236 Stator Location
1-STATOR
2 - IMPELLER
3 - FLUID FLOW
4 - TURBINE
Fig. 237 Torque Converter Clutch (TCC)
1 - IMPELLER FRONT COVER
2 - THRUST WASHER ASSEMBLY
3 - IMPELLER
4-STATOR
5 - TURBINE
6 - PISTON
7 - FRICTION DISC
21 - 430 AUTOMATIC TRANSMISSION - 44REBR/BE
TORQUE CONVERTER (Continued)

STATOR
Torque multiplication is achieved by locking the
stator's over-running clutch to its shaft (Fig. 239).
Under stall conditions (the turbine is stationary), the
oil leaving the turbine blades strikes the face of the
stator blades and tries to rotate them in a counter-
clockwise direction. When this happens the overrun-
ning clutch of the stator locks and holds the stator
from rotating. With the stator locked, the oil strikes
the stator blades and is redirected into a ªhelpingº
direction before it enters the impeller. This circula-
tion of oil from impeller to turbine, turbine to stator,
and stator to impeller, can produce a maximum
torque multiplication of about 2.4:1. As the turbine
begins to match the speed of the impeller, the fluid
that was hitting the stator in such as way as to
cause it to lock-up is no longer doing so. In this con-
dition of operation, the stator begins to free wheel
and the converter acts as a fluid coupling.
Fig. 238 Torque Converter Fluid Operation
1 - APPLY PRESSURE 3 - RELEASE PRESSURE
2 - THE PISTON MOVES SLIGHTLY FORWARD 4 - THE PISTON MOVES SLIGHTLY REARWARD
Fig. 239 Stator Operation
1 - DIRECTION STATOR WILL FREE WHEEL DUE TO OIL
PUSHING ON BACKSIDE OF VANES
2 - FRONT OF ENGINE
3 - INCREASED ANGLE AS OIL STRIKES VANES
4 - DIRECTION STATOR IS LOCKED UP DUE TO OIL PUSHING
AGAINST STATOR VANES
BR/BEAUTOMATIC TRANSMISSION - 44RE 21 - 431
TORQUE CONVERTER (Continued)

ADJUSTMENTS - VALVE BODY
CONTROL PRESSURE ADJUSTMENTS
There are two control pressure adjustments on the
valve body;
²Line Pressure
²Throttle Pressure
Line and throttle pressures are interdependent
because each affects shift quality and timing. As a
result, both adjustments must be performed properly
and in the correct sequence. Adjust line pressure first
and throttle pressure last.
LINE PRESSURE ADJUSTMENT
Measure distance from the valve body to the inner
edge of the adjusting screw with an accurate steel
scale (Fig. 320).
Distance should be 33.4 mm (1-5/16 in.).
If adjustment is required, turn the adjusting screw
in, or out, to obtain required distance setting.
NOTE: The 33.4 mm (1-5/16 in.) setting is an
approximate setting. Manufacturing tolerances may
make it necessary to vary from this dimension to
obtain desired pressure.
One complete turn of the adjusting screw changes
line pressure approximately 1-2/3 psi (9 kPa).
Turning the adjusting screw counterclockwise
increases pressure while turning the screw clockwise
decreases pressure.
THROTTLE PRESSURE ADJUSTMENT
Insert Gauge Tool C-3763 between the throttle
lever cam and the kickdown valve stem (Fig. 321).
Push the gauge tool inward to compress the kick-
down valve against the spring and bottom the throt-
tle valve.Maintain pressure against kickdown valve spring.
Turn throttle lever stop screw until the screw head
touches throttle lever tang and the throttle lever cam
touches gauge tool.
NOTE: The kickdown valve spring must be fully
compressed and the kickdown valve completely
bottomed to obtain correct adjustment.
Fig. 319 Accumulator Piston Components
1 - INNER SPRING
2 - ACCUMULATOR PISTON
3 - OUTER SPRING
4 - SEAL RINGS
Fig. 320 Line Pressure Adjustment
1 - WRENCH
2 - 1±5/16 INCH
Fig. 321 Throttle Pressure Adjustment
1 - HEX WRENCH (IN THROTTLE LEVER ADJUSTING SCREW)
2 - SPECIAL TOOL C-3763 (POSITIONED BETWEEN THROTTLE
LEVER AND KICKDOWN VALVE)
21 - 476 AUTOMATIC TRANSMISSION - 44REBR/BE
VALVE BODY (Continued)

PARK POWERFLOW
As the engine is running and the crankshaft is
rotating, the flexplate and torque converter, which
are also bolted to it, are all rotating in a clockwise
direction as viewed from the front of the engine. The
notched hub of the torque converter is connected to
the oil pump's internal gear, supplying the transmis-
sion with oil pressure. As the converter turns, it
turns the input shaft in a clockwise direction. As the
input shaft is rotating, the front clutch hub-rear
clutch retainer and all their associated parts are also
rotating, all being directly connected to the input
shaft. The power flow from the engine through the
front clutch hub and rear clutch retainer stops at the
rear clutch retainer. Therefore, no power flow to the
output shaft occurs because no clutches are applied.
The only mechanism in use at this time is the park-
ing sprag (Fig. 3), which locks the parking gear on
the output shaft to the transmission case.
NEUTRAL POWERFLOW
With the gear selector in the NEUTRAL position
(Fig. 4), the power flow of the transmission is essen-
tially the same as in the park position. The only
operational difference is that the parking sprag has
been disengaged, unlocking the output shaft from the
transmission case and allowing it to move freely.
Fig. 3 Park Powerflow
1 - PAWL ENGAGED FOR PARK
2 - PARK SPRAG
3 - OUTPUT SHAFT
Fig. 4 Neutral Powerflow
1 - PAWL DISENGAGED FOR NEUTRAL
2 - PARK SPRAG
3 - OUTPUT SHAFT
4 - CAM
5-PAWL
BR/BEAUTOMATIC TRANSMISSION - 46RE 21 - 481
AUTOMATIC TRANSMISSION - 46RE (Continued)