2001 DODGE RAM ABS

during wide-open throttle operation. The fourth curve
is used when driving with the transfer case in low
range.
OPERATION
Compensation is required for performance varia-
tions of two of the input devices. Though the slope of
the transfer functions is tightly controlled, offset may
vary due to various environmental factors or manu-
facturing tolerances.
The pressure transducer is affected by barometric
pressure as well as temperature. Calibration of the
zero pressure offset is required to compensate for
shifting output due to these factors.
Normal calibration will be performed when sump
temperature is above 50 degrees F, or in the absence
of sump temperature data, after the first 10 minutes
of vehicle operation. Calibration of the pressure
transducer offset occurs each time the output shaft
speed falls below 200 RPM. Calibration shall be
repeated each 3 seconds the output shaft speed is
below 200 RPM. A 0.5 second pulse of 95% duty cycle
is applied to the governor pressure solenoid valve
and the transducer output is read during this pulse.
Averaging of the transducer signal is necessary to
reject electrical noise.
Under cold conditions (below 50 degrees F sump),
the governor pressure solenoid valve response may
be too slow to guarantee 0 psi during the 0.5 second
calibration pulse. Calibration pulses are continued
during this period, however the transducer output
valves are discarded. Transducer offset must be read
at key-on, under conditions which promote a stable
reading. This value is retained and becomes the off-
set during the9cold9period of operation.
GOVERNOR PRESSURE SOLENOID VALVE
The inlet side of the solenoid valve is exposed to
normal transmission line pressure. The outlet side of
the valve leads to the valve body governor circuit.
The solenoid valve regulates line pressure to pro-
duce governor pressure. The average current sup-
plied to the solenoid controls governor pressure. One
amp current produces zero kPa/psi governor pres-
sure. Zero amps sets the maximum governor pres-
sure.
The powertrain control module (PCM) turns on the
trans control relay which supplies electrical power to
the solenoid valve. Operating voltage is 12 volts
(DC). The PCM controls the ground side of the sole-
noid using the governor pressure solenoid control cir-
cuit.
GOVERNOR PRESSURE SENSOR
The sensor output signal provides the necessary
feedback to the PCM. This feedback is needed to ade-
quately control governor pressure.
GOVERNOR BODY AND TRANSFER PLATE
The transfer plate channels line pressure to the
solenoid valve through the governor body. It also
channels governor pressure from the solenoid valve
to the governor circuit. It is the solenoid valve that
develops the necessary governor pressure.
GOVERNOR PRESSURE CURVES
LOW TRANSMISSION FLUID TEMPERATURE
When the transmission fluid is cold the conven-
tional governor can delay shifts, resulting in higher
than normal shift speeds and harsh shifts. The elec-
tronically controlled low temperature governor pres-
sure curve is higher than normal to make the
transmission shift at normal speeds and sooner. The
PCM uses a temperature sensor in the transmission
oil sump to determine when low temperature gover-
nor pressure is needed.
NORMAL OPERATION
Normal operation is refined through the increased
computing power of the PCM and through access to
data on engine operating conditions provided by the
PCM that were not available with the previous
stand-alone electronic module. This facilitated the
development of a load adaptive shift strategy - the
ability to alter the shift schedule in response to vehi-
cle load condition. One manifestation of this capabil-
ity is grade9hunting9prevention - the ability of the
transmission logic to delay an upshift on a grade if
the engine does not have sufficient power to main-
tain speed in the higher gear. The 3-2 downshift and
the potential for hunting between gears occurs with a
heavily loaded vehicle or on steep grades. When
hunting occurs, it is very objectionable because shifts
are frequent and accompanied by large changes in
noise and acceleration.
WIDE OPEN THROTTLE OPERATION
In wide-open throttle (WOT) mode, adaptive mem-
ory in the PCM assures that up-shifts occur at the
preprogrammed optimum speed. WOT operation is
determined from the throttle position sensor, which
is also a part of the emission control system. The ini-
tial setting for the WOT upshift is below the opti-
mum engine speed. As WOT shifts are repeated, the
PCM learns the time required to complete the shifts
by comparing the engine speed when the shifts occur
to the optimum speed. After each shift, the PCM
adjusts the shift point until the optimum speed is
BR/BEAUTOMATIC TRANSMISSION - 46RE 21 - 541
ELECTRONIC GOVERNOR (Continued)

(6) Install tabbed thrust washer on front face of
rear planetary gear (Fig. 214). Seat washer tabs in
matching slots in face of gear carrier. Use extra
petroleum jelly to hold washer in place if desired.
(7) Lubricate sun gear bushings with petroleum
jelly or transmission fluid.
(8) Install sun gear and driving shell on interme-
diate shaft (Fig. 215). Seat shell against rear plane-
tary gear. Verify that thrust washer on planetary
gear was not displaced during installation.
(9) Install tabbed thrust washer in driving shell
(Fig. 216), be sure washer tabs are seated in tab slots
of driving shell. Use extra petroleum jelly to hold
washer in place if desired.(10) Install tabbed thrust washer on front plane-
tary gear (Fig. 217). Seat washer tabs in matching
slots in face of gear carrier. Use extra petroleum jelly
to hold washer in place if desired.
Fig. 214 Installing Rear Planetary Thrust Washer
1 - REAR PLANETARY GEAR
2 - TABBED THRUST WASHER
Fig. 215 Installing Sun Gear And Driving Shell
1 - OUTPUT SHAFT
2 - DRIVING SHELL
3 - REAR PLANETARY GEAR
4 - OUTPUT SHAFT
5 - SUN GEAR
Fig. 216 Installing Driving Shell Thrust Washer
1 - TAB SLOTS (3)
2 - DRIVING SHELL
3 - TABBED THRUST WASHER
Fig. 217 Installing Thrust Washer On Front
Planetary Gear
1 - TABBED THRUST WASHER
2 - FRONT PLANETARY GEAR
BR/BEAUTOMATIC TRANSMISSION - 46RE 21 - 589
PLANETARY GEARTRAIN/OUTPUT SHAFT (Continued)

(19) Turn upper housing over and remove switch
valve, regulator valve and spring, and manual valve
(Fig. 286).
(20) Remove kickdown detent, kickdown valve, and
throttle valve and spring (Fig. 286).
(21) Loosen left-side 3-4 accumulator housing
attaching screw about 2-3 threads. Then remove cen-
ter and right-side housing attaching screws (Fig.
287).
(22) Carefully rotate 3-4 accumulator housing
upward and remove 3-4 shift valve spring and con-
verter clutch valve plug and spring (Fig. 288).
(23) Remove left-side screw and remove 3-4 accu-
mulator housing from valve body (Fig. 289).
(24) Bend back tabs on boost valve tube brace (Fig.
290).
(25) Remove boost valve connecting tube (Fig.
291). Disengage tube from upper housing port first.
Then rock opposite end of tube back and forth to
work it out of lower housing.
CAUTION: Do not use tools to loosen or pry the
connecting tube out of the valve body housings.
Loosen and remove the tube by hand only.(26) Turn valve body over so lower housing is fac-
ing upward (Fig. 292). In this position, the two check
balls in upper housing will remain in place and not
fall out when lower housing and separator plate are
removed.
Fig. 286 Upper Housing Control Valve Locations
1 - UPPER HOUSING 8 - MANUAL VALVE
2 - REGULATOR VALVE 9 - 1-2 GOVERNOR PLUG
3 - SWITCH VALVE 10 - GOVERNOR PLUG COVER
4 - REGULATOR VALVE SPRING 11 - THROTTLE PLUG
5 - KICKDOWN VALVE 12 - 2-3 GOVERNOR PLUG
6 - KICKDOWN DETENT 13 - SHUTTLE VALVE PRIMARY SPRING
7 - THROTTLE VALVE AND SPRING
Fig. 287 Accumulator Housing Screw Locations
1 - LOOSEN THIS SCREW
2 - REMOVE THESE SCREWS
3 - 3-4 ACCUMULATOR HOUSING
21 - 630 AUTOMATIC TRANSMISSION - 46REBR/BE
VALVE BODY (Continued)

BOOST VALVE TUBE AND BRACE
(1) Position valve body assembly so lower housing
is facing upward (Fig. 313).
(2) Lubricate tube ends and housing ports with
transmission fluid or petroleum jelly.
(3) Start tube in lower housing port first. Then
swing tube downward and work opposite end of tube
into upper housing port (Fig. 313).
(4) Insert and seat each end of tube in housings.
(5) Slide tube brace under tube and into alignment
with valve body screw holes (Fig. 314).
(6) Install and finger tighten three screws that
secure tube brace to valve body housings (Fig. 314).
(7) Bend tube brace tabs up and against tube to
hold it in position (Fig. 315).(8) Tighten all valve body housing screws to 4 N´m
(35 in. lbs.) torque after tube and brace are installed.
Tighten screws in diagonal pattern starting at center
and working outward.
3-4 ACCUMULATOR
(1) Position converter clutch valve and 3-4 shift
valve springs in housing (Fig. 316).
(2) Loosely attach accumulator housing with right-
side screw (Fig. 316). Install only one screw at this
time as accumulator must be free to pivot upward for
ease of installation.
Fig. 313 Boost Valve Tube
1 - BOOST VALVE TUBE
2 - LOWER HOUSING
3 - DISENGAGE THIS END OF TUBE FIRST
4 - UPPER HOUSING
Fig. 314 Boost Valve Tube And Brace
1 - BOOST VALVE TUBE
2 - TUBE BRACE
Fig. 316 Converter Clutch And 3-4 Shift Valve
Springs
1 - RIGHT-SIDE SCREW
2 - 3-4 ACCUMULATOR
3 - 3-4 SHIFT VALVE SPRING
4 - CONVERTER CLUTCH VALVE SPRING
Fig. 315 Securing Boost Valve Tube With Brace Tabs
1 - BEND TABS UP AGAINST TUBE AS SHOWN
BR/BEAUTOMATIC TRANSMISSION - 46RE 21 - 643
VALVE BODY (Continued)

temperature is at, or above, 10ÉC (50ÉF) during nor-
mal city or highway driving. A third curve is used
during wide-open throttle operation. The fourth curve
is used when driving with the transfer case in low
range.
OPERATION
Compensation is required for performance varia-
tions of two of the input devices. Though the slope of
the transfer functions is tightly controlled, offset may
vary due to various environmental factors or manu-
facturing tolerances.
The pressure transducer is affected by barometric
pressure as well as temperature. Calibration of the
zero pressure offset is required to compensate for
shifting output due to these factors.
Normal calibration will be performed when sump
temperature is above 50 degrees F, or in the absence
of sump temperature data, after the first 10 minutes
of vehicle operation. Calibration of the pressure
transducer offset occurs each time the output shaft
speed falls below 200 RPM. Calibration shall be
repeated each 3 seconds the output shaft speed is
below 200 RPM. A 0.5 second pulse of 95% duty cycle
is applied to the governor pressure solenoid valve
and the transducer output is read during this pulse.
Averaging of the transducer signal is necessary to
reject electrical noise.
Under cold conditions (below 50 degrees F sump),
the governor pressure solenoid valve response may
be too slow to guarantee 0 psi during the 0.5 second
calibration pulse. Calibration pulses are continued
during this period, however the transducer output
valves are discarded. Transducer offset must be read
at key-on, under conditions which promote a stable
reading. This value is retained and becomes the off-
set during the9cold9period of operation.
GOVERNOR PRESSURE SOLENOID VALVE
The inlet side of the solenoid valve is exposed to
normal transmission line pressure. The outlet side of
the valve leads to the valve body governor circuit.
The solenoid valve regulates line pressure to produce
governor pressure. The average current supplied to the
solenoid controls governor pressure. One amp current
produces zero kPa/psi governor pressure. Zero amps sets
the maximum governor pressure.
The powertrain control module (PCM) turns on the
trans control relay which supplies electrical power to
the solenoid valve. Operating voltage is 12 volts (DC).
The PCM controls the ground side of the solenoid using
the governor pressure solenoid control circuit.
GOVERNOR PRESSURE SENSOR
The sensor output signal provides the necessary
feedback to the PCM. This feedback is needed to ade-
quately control governor pressure.
GOVERNOR BODY AND TRANSFER PLATE
The transfer plate channels line pressure to the
solenoid valve through the governor body. It also
channels governor pressure from the solenoid valve
to the governor circuit. It is the solenoid valve that
develops the necessary governor pressure.
GOVERNOR PRESSURE CURVES
LOW TRANSMISSION FLUID TEMPERATURE
When the transmission fluid is cold the conventional
governor can delay shifts, resulting in higher than nor-
mal shift speeds and harsh shifts. The electronically
controlled low temperature governor pressure curve is
higher than normal to make the transmission shift at
normal speeds and sooner. The PCM uses a temperature
sensor in the transmission oil sump to determine when
low temperature governor pressure is needed.
NORMAL OPERATION
Normal operation is refined through the increased
computing power of the PCM and through access to
data on engine operating conditions provided by the
PCM that were not available with the previous stand-
alone electronic module. This facilitated the develop-
ment of a load adaptive shift strategy - the ability to
alter the shift schedule in response to vehicle load con-
dition. One manifestation of this capability is grade
9hunting9prevention - the ability of the transmission
logic to delay an upshift on a grade if the engine does
not have sufficient power to maintain speed in the
higher gear. The 3-2 downshift and the potential for
hunting between gears occurs with a heavily loaded
vehicle or on steep grades. When hunting occurs, it is
very objectionable because shifts are frequent and
accompanied by large changes in noise and acceleration.
Fig. 70 Governor Pressure Sensor
1 - GOVERNOR BODY
2 - GOVERNOR PRESSURE SENSOR/TRANSMISSION FLUID
TEMPERATURE THERMISTOR
BR/BEAUTOMATIC TRANSMISSION - 47RE 21 - 711
ELECTRONIC GOVERNOR (Continued)

(5) Install rear planetary gear in rear annulus
gear (Fig. 205). Be sure planetary carrier is seated
against annulus gear.
(6) Install tabbed thrust washer on front face of
rear planetary gear (Fig. 206). Seat washer tabs in
matching slots in face of gear carrier. Use extra
petroleum jelly to hold washer in place if desired.
(7) Lubricate sun gear bushings with petroleum
jelly or transmission fluid.
(8) Install sun gear and driving shell on interme-
diate shaft (Fig. 207). Seat shell against rear plane-
tary gear. Verify that thrust washer on planetary
gear was not displaced during installation.
(9) Install tabbed thrust washer in driving shell
(Fig. 208), be sure washer tabs are seated in tab slots
of driving shell. Use extra petroleum jelly to hold
washer in place if desired.
(10) Install tabbed thrust washer on front plane-
tary gear (Fig. 209). Seat washer tabs in matching
slots in face of gear carrier. Use extra petroleum jelly
to hold washer in place if desired.
Fig. 204 Installing Rear Annulus Thrust Plate
1 - REAR ANNULUS GEAR
2 - THRUST PLATE
Fig. 205 Installing Rear Planetary Gear
1 - REAR ANNULUS GEAR
2 - REAR PLANETARY GEAR
Fig. 206 Installing Rear Planetary Thrust Washer
1 - REAR PLANETARY GEAR
2 - TABBED THRUST WASHER
BR/BEAUTOMATIC TRANSMISSION - 47RE 21 - 761
PLANETARY GEARTRAIN/OUTPUT SHAFT (Continued)

(18) Remove adjusting screw bracket, line pressure
adjusting screw, pressure regulator valve spring and
switch valve spring (Fig. 277). Do not remove throttle
pressure adjusting screw from bracket and do not
disturb setting of either adjusting screw during
removal.
(19) Turn upper housing over and remove switch
valve, regulator valve and spring, and manual valve
(Fig. 278).
(20) Remove kickdown detent, kickdown valve, and
throttle valve and spring (Fig. 278).
(21) Loosen left-side 3-4 accumulator housing
attaching screw about 2-3 threads. Then remove cen-
ter and right-side housing attaching screws (Fig.
279).
(22) Carefully rotate 3-4 accumulator housing
upward and remove 3-4 shift valve spring and con-
verter clutch valve plug and spring (Fig. 280).
(23) Remove left-side screw and remove 3-4 accu-
mulator housing from valve body (Fig. 281).
(24) Bend back tabs on boost valve tube brace (Fig.
282).
Fig. 275 Detent Ball And Spring
1 - DETENT HOUSING
2 - DETENT SPRING
3 - DETENT BALL
4 - PENCIL MAGNET
Fig. 276 Adjusting Screw Bracket Fastener
1 - T25 TORXŸ BIT
2 - REMOVE THESE SCREWS FIRST
3 - BRACKET
4 - BRACKET
5 - REMOVE THIS SCREW LAST
Fig. 277 Adjusting Screw Bracket
1 - SWITCH VALVE SPRING
2 - LINE PRESSURE SCREW
3 - THROTTLE PRESSURE ADJUSTING SCREW
4 - ADJUSTING SCREW BRACKET
5 - PRESSURE REGULATOR VALVE SPRING
21 - 802 AUTOMATIC TRANSMISSION - 47REBR/BE
VALVE BODY (Continued)

(10) Install shuttle valve primary spring and
throttle plug.
(11) Align and install governor plug cover. Tighten
cover screws to 4 N´m (35 in. lbs.) torque.
BOOST VALVE TUBE AND BRACE
(1) Position valve body assembly so lower housing
is facing upward (Fig. 305).
(2) Lubricate tube ends and housing ports with
transmission fluid or petroleum jelly.
(3) Start tube in lower housing port first. Then
swing tube downward and work opposite end of tube
into upper housing port (Fig. 305).(4) Insert and seat each end of tube in housings.
(5) Slide tube brace under tube and into alignment
with valve body screw holes (Fig. 306).
(6) Install and finger tighten three screws that
secure tube brace to valve body housings (Fig. 306).
(7) Bend tube brace tabs up and against tube to
hold it in position (Fig. 307).
(8) Tighten all valve body housing screws to 4 N´m
(35 in. lbs.) torque after tube and brace are installed.
Tighten screws in diagonal pattern starting at center
and working outward.
Fig. 303 Upper Housing Control Valve Locations
1 - UPPER HOUSING 8 - MANUAL VALVE
2 - REGULATOR VALVE 9 - 1-2 GOVERNOR PLUG
3 - SWITCH VALVE 10 - GOVERNOR PLUG COVER
4 - REGULATOR VALVE SPRING 11 - THROTTLE PLUG
5 - KICKDOWN VALVE 12 - 2-3 GOVERNOR PLUG
6 - KICKDOWN DETENT 13 - SHUTTLE VALVE PRIMARY SPRING
7 - THROTTLE VALVE AND SPRING
21 - 814 AUTOMATIC TRANSMISSION - 47REBR/BE
VALVE BODY (Continued)