2001 DODGE RAM rear diff

INSTALLATION
(1) Check torque converter hub and hub drive
notches for sharp edges burrs, scratches, or nicks.
Polish the hub and notches with 320/400 grit paper
and crocus cloth if necessary. The hub must be
smooth to avoid damaging pump seal at installation.
(2) Lubricate pocket in the rear oil pump seal lip
with transmission fluid.
(3) Lubricate converter pilot hub of the crankshaft
with a light coating of MopartHigh Temp Grease.
(4) Align and install converter in oil pump.
(5) Carefully insert converter in oil pump. Then
rotate converter back and forth until fully seated in
pump gears.
(6) Check converter seating with steel scale and
straightedge (Fig. 56). Surface of converter lugs
should be 1/2 in. to rear of straightedge when con-
verter is fully seated.
(7) Temporarily secure converter with C-clamp.
(8) Position transmission on jack and secure it
with chains.
(9) Check condition of converter driveplate.
Replace the plate if cracked, distorted or damaged.
Also be sure transmission dowel pins are seated
in engine block and protrude far enough to
hold transmission in alignment.
(10) Raise transmission and align converter with
drive plate and converter housing with engine block.
(11) Move transmission forward. Then raise, lower
or tilt transmission to align converter housing with
engine block dowels.(12) Carefully work transmission forward and over
engine block dowels until converter hub is seated in
crankshaft.
(13) Install bolts attaching converter housing to
engine.
(14) Install rear support. Then lower transmission
onto crossmember and install bolts attaching trans-
mission mount to crossmember.
(15) Remove engine support fixture.
(16) Install crankshaft position sensor. (Refer to 14
- FUEL SYSTEM/FUEL INJECTION/CRANKSHAFT
POSITION SENSOR - INSTALLATION)
(17) Install new plastic retainer grommet on any
shift linkage rod or lever that was disconnected.
Grommets should not be reused. Use pry tool to
remove rod from grommet and cut away old grom-
met. Use pliers to snap new grommet into lever and
to snap rod into grommet at assembly.
(18) Connect gearshift and throttle cable to trans-
mission.
(19) Connect wires to park/neutral position switch,
transmission solenoid(s) and oxygen sensor. Be sure
transmission harnesses are properly routed.
CAUTION: It is essential that correct length bolts be
used to attach the converter to the driveplate. Bolts
that are too long will damage the clutch surface
inside the converter.
(20) Install torque converter-to-driveplate bolts.
On models with 10.75 in. converter, tighten bolts to
31 N´m (270 in. lbs.). On models with 12.2 in. con-
verter, tighten bolts to 47 N´m (35 ft. lbs.).
(21) Install converter housing access cover.
(22) Install starter motor and cooler line bracket.
(Refer to 8 - ELECTRICAL/STARTING/STARTER
MOTOR - INSTALLATION)
(23) Connect cooler lines to transmission.
(24) Install transmission fill tube. Install new seal
on tube before installation.
(25) Install exhaust components.
(26) Align and connect propeller shaft. (Refer to 3 -
DIFFERENTIAL & DRIVELINE/PROPELLER
SHAFT/PROPELLER SHAFT - INSTALLATION)
(27) Adjust gearshift linkage and throttle valve
cable if necessary.
(28) Lower vehicle.
(29) Fill transmission with MopartATF +4, type
9602, Automatic Transmission fluid.
Fig. 56 Checking Converter Seating - Typical
1 - SCALE
2 - STRAIGHTEDGE
21 - 344 AUTOMATIC TRANSMISSION - 44REBR/BE
AUTOMATIC TRANSMISSION - 44RE (Continued)

LOW/REVERSE (REAR) BAND
The low/reverse band, or ªrearº, band (Fig. 63) is
similar in appearance and operation to the front
band. The rear band is slightly different in that it
does not use a link bar, but is acted directly on by
the apply lever. This is referred to as a double-wrap
band design (the drum is completely encompassed/
wrapped by the band). The double-wrap band pro-
vides a greater holding power in comparison to the
single-wrap design.
OPERATION
KICKDOWN (FRONT) BAND
The kickdown band holds the common sun gear of
the planetary gear sets by applying and holding the
front clutch retainer, which is splined to the sun gear
driving shell, and in turn splined directly to the sun
gear. The application of the band by the servo is typ-
ically done by an apply lever and link bar.
LOW/REVERSE (REAR) BAND
The rear band holds the rear planet carrier sta-
tionary by being mounted around and applied to the
low/reverse drum.
ADJUSTMENT - BANDS
FRONT BAND
The front (kickdown) band adjusting screw is
located on the left side of the transmission case
above the manual valve and throttle valve levers.(1) Raise vehicle.
(2) Loosen band adjusting screw locknut (Fig. 64).
Then back locknut off 3-5 turns. Be sure adjusting
screw turns freely in case. Apply lubricant to screw
threads if necessary.
(3) Tighten band adjusting screw to 8 N´m (72 in.
lbs.) torque with Inch Pound Torque Wrench
C-3380-A, a 3-in. extension and appropriate TorxŸ
socket.
CAUTION: If Adapter C-3705 is needed to reach the
adjusting screw, tighten the screw to only 5 N´m
(47-50 in. lbs.) torque.
(4) Back off front band adjusting screw 1 7/8
turns.
(5) Hold adjuster screw in position and tighten
locknut to 41 N´m (30 ft. lbs.) torque.
(6) Lower vehicle.
REAR BAND
The transmission oil pan must be removed for
access to the rear band adjusting screw.
(1) Raise vehicle.
(2) Remove transmission oil pan and drain fluid.
(3) Loosen band adjusting screw locknut 5-6 turns
(Fig. 65). Be sure adjusting screw turns freely in
lever.
(4) Tighten adjusting screw to 8 N´m (72 in. lbs.)
torque.
(5) Back off adjusting screw 4 turns.
(6) Hold adjusting screw in place and tighten lock-
nut to 34 N´m (25 ft. lbs.) torque.
(7) Position new gasket on oil pan and install pan
on transmission. Tighten pan bolts to 17 N´m (13 ft.
lbs.) torque.
Fig. 63 Rear Band
1 - ADJUSTING SCREW
2 - LOCKNUT
3 - LEVER
4 - REAR BAND
5 - REACTION PIN
6 - O-RINGS
7 - PIVOT PIN
Fig. 64 Front Band Adjustment Screw Location
1 - LOCK-NUT
2 - FRONT BAND ADJUSTER
21 - 364 AUTOMATIC TRANSMISSION - 44REBR/BE
BANDS (Continued)

(8) Lower vehicle and refill transmission with
MopartATF Plus 4, Type 9602 fluid.
ELECTRONIC GOVERNOR
DESCRIPTION
Governor pressure is controlled electronically. Com-
ponents used for governor pressure control include:
²Governor body
²Valve body transfer plate
²Governor pressure solenoid valve
²Governor pressure sensor
²Fluid temperature thermistor
²Throttle position sensor (TPS)
²Transmission speed sensor
²Powertrain control module (PCM)
GOVERNOR PRESSURE SOLENOID VALVE
The solenoid valve is a duty-cycle solenoid which
regulates the governor pressure needed for upshifts
and downshifts. It is an electro-hydraulic device
located in the governor body on the valve body trans-
fer plate (Fig. 66).
GOVERNOR PRESSURE SENSOR
The governor pressure sensor measures output
pressure of the governor pressure solenoid valve (Fig.
67).
GOVERNOR BODY AND TRANSFER PLATE
The transfer plate is designed to supply transmis-
sion line pressure to the governor pressure solenoid
valve and to return governor pressure.The governor pressure solenoid valve is mounted in
the governor body. The body is bolted to the lower
side of the transfer plate (Fig. 67).
GOVERNOR PRESSURE CURVES
There are four governor pressure curves pro-
grammed into the transmission control module. The
different curves allow the control module to adjust
governor pressure for varying conditions. One curve
is used for operation when fluid temperature is at, or
below, ±1ÉC (30ÉF). A second curve is used when fluid
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
Fig. 65 Rear Band Adjusting Screw Location
1 - ADJUSTING SCREW
2 - REAR BAND LEVER
3 - LOCKNUT
Fig. 66 Governor Pressure Solenoid Valve
1 - SOLENOID FILTER
2 - GOVERNOR PRESSURE SOLENOID
Fig. 67 Governor Pressure Sensor
1 - GOVERNOR BODY
2 - GOVERNOR PRESSURE SENSOR/TRANSMISSION FLUID
TEMPERATURE THERMISTOR
BR/BEAUTOMATIC TRANSMISSION - 44RE 21 - 365
BANDS (Continued)

OVERDRIVE UNIT
REMOVAL
(1) Shift transmission into PARK.
(2) Raise vehicle.
(3) Remove transfer case, if equipped.
(4) Mark propeller shaft universal joint(s) and axle
pinion yoke, or the companion flange and flange
yoke, for alignment reference at installation, if necc-
esary.
(5) Disconnect and remove the rear propeller shaft,
if necessary. (Refer to 3 - DIFFERENTIAL & DRIV-
ELINE/PROPELLER SHAFT/PROPELLER SHAFT -
REMOVAL)
(6) Remove transmission oil pan, remove gasket,
drain oil and reinstall pan.
(7) If overdrive unit had malfunctioned, or if fluid
is contaminated, remove entire transmission. If diag-
nosis indicated overdrive problems only, remove just
the overdrive unit.
(8) Support transmission with transmission jack.
(9) Remove bolts attaching overdrive unit to trans-
mission (Fig. 118).
CAUTION: Support the overdrive unit with a jack
before moving it rearward. This is necessary to pre-
vent damaging the intermediate shaft. Do not allow
the shaft to support the entire weight of the over-
drive unit.
(10) Carefully work overdrive unit off intermediate
shaft. Do not tilt unit during removal. Keep it as
level as possible.
(11) If overdrive unit does not require service,
immediately insert Alignment Tool 6227-2 in splines
of planetary gear and overrunning clutch to preventsplines from rotating out of alignment. If misalign-
ment occurs, overdrive unit will have to be disassem-
bled in order to realign splines.
(12) Remove and retain overdrive piston thrust
bearing. Bearing may remain on piston or in clutch
hub during removal.
(13) Position drain pan on workbench.
(14) Place overdrive unit over drain pan. Tilt unit
to drain residual fluid from case.
(15) Examine fluid for clutch material or metal
fragments. If fluid contains these items, overhaul will
be necessary.
(16) If overdrive unit does not require any service,
leave alignment tool in position. Tool will prevent
accidental misalignment of planetary gear and over-
running clutch splines.
DISASSEMBLY
(1) Remove transmission speed sensor and O-ring
seal from overdrive case (Fig. 119).
(2) Remove overdrive piston thrust bearing (Fig.
120).
Fig. 118 Overdrive Unit Bolts
1 - OVERDRIVE UNIT
2 - ATTACHING BOLTS (7)
Fig. 119 Transmission Speed Sensor Removal
1 - SOCKET AND WRENCH
2 - SPEED SENSOR
3 - O-RING
BR/BEAUTOMATIC TRANSMISSION - 44RE 21 - 387

(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)

Inspect the geartrain spacers, thrust plates, snap-
rings, and thrust washers. Replace any of these parts
that are worn, distorted or damaged. Do not attempt
to reuse these parts.
The planetary gear thrust washers are different
sizes. The large diameter washers go on the front
planetary and the smaller washers go on the rear
planetary. All the washers have four locating tabs on
them. These tabs fit in the holes or slots provided in
each planetary gear.
Inspect the output shaft carefully. Pay particular
attention to the machined bushing/bearing surfaces
on the shaft and the governor valve shaft bore at the
shaft rear.
Replace the output shaft if the machined surfaces
are scored, pitted, or damaged in any way. Also
replace the shaft if the splines are damaged, or
exhibits cracks at any location (especially at the gov-
ernor valve shaft bore).
The annulus gears can be removed from their sup-
ports if necessary. Just remove the snap-rings and
separate the two parts when replacement is neces-
sary. In addition, the annulus gear bushings can be
replaced if severely worn, or scored. However it is not
necessary to replace the bushings if they only exhibit
normal wear. Check bushing fit on the output shaft
to be sure.
ASSEMBLY
(1) Lubricate output shaft and planetary compo-
nents with transmission fluid. Use petroleum jelly to
lubricate and hold thrust washers and plates in posi-
tion.
(2) Assemble rear annulus gear and support if dis-
assembled. Be sure support snap-ring is seated and
that shoulder-side of support faces rearward (Fig.
197).
(3) Install rear thrust washer on rear planetary
gear. Use enough petroleum jelly to hold washer in
place. Also be sure all four washer tabs are properly
engaged in gear slots.
(4) Install rear annulus over and onto rear plane-
tary gear (Fig. 197).
(5) Install assembled rear planetary and annulus
gear on output shaft (Fig. 198). Verify that assembly
is fully seated on shaft.(6) Install front thrust washer on rear planetary
gear (Fig. 199). Use enough petroleum jelly to hold
washer on gear. Be sure all four washer tabs are
seated in slots.
(7) Install spacer on sun gear (Fig. 200).
(8) Install thrust plate on sun gear (Fig. 201). Note
that driving shell thrust plates are interchangeable.
Use either plate on sun gear and at front/rear of
shell.
Fig. 197 Assembling Rear Annulus And Planetary
Gear
1 - REAR ANNULUS GEAR
2 - TABBED THRUST WASHER
3 - REAR PLANETARY
Fig. 198 Installing Rear Annulus And Planetary On
Output Shaft
1 - REAR ANNULUS AND PLANETARY GEAR ASSEMBLY
2 - OUTPUT SHAFT
21 - 412 AUTOMATIC TRANSMISSION - 44REBR/BE
PLANETARY GEARTRAIN/OUTPUT SHAFT (Continued)

(14) Install front planetary gear on output shaft
and in driving shell (Fig. 207).
(15) Install front thrust washer on front planetary
gear. Use enough petroleum jelly to hold washer in
place and be sure all four washer tabs are seated.
(16) Assemble front annulus gear and support, if
necessary. Be sure support snap-ring is seated.
(17) Install front annulus on front planetary (Fig.
207).
(18) Position thrust plate on front annulus gear
support (Fig. 208). Note that plate has two tabs on it.
These tabs fit in notches of annulus hub.
(19) Install thrust washer in front annulus (Fig.
209). Align flat on washer with flat on planetary hub.
Also be sure washer tab is facing up.
(20) Install front annulus snap-ring (Fig. 210). Use
snap-ring pliers to avoid distorting ring during
installation. Also be sure ring is fully seated.
(21) Install planetary selective snap-ring with
snap-ring pliers (Fig. 211). Be sure ring is fully
seated.(22) Turn planetary geartrain assembly over so
driving shell is facing workbench. Then support
geartrain on wood block positioned under forward
end of output shaft. This allows geartrain compo-
nents to move forward for accurate end play check.
(23) Check planetary geartrain end play with
feeler gauge (Fig. 212). Gauge goes between shoulder
on output shaft and end of rear annulus support.
(24) Geartrain end play should be 0.12 to 1.22 mm
(0.005 to 0.048 in.). If end play is incorrect, snap-ring
(or thrust washers) may have to be replaced. Snap-
rings are available in three different thicknesses for
adjustment purposes.
Fig. 206 Installing Rear Thrust Washer On Front
Planetary Gear
1 - FRONT PLANETARY GEAR
2 - REAR TABBED THRUST WASHER
Fig. 207 Installing Front Planetary And Annulus
Gears
1 - FRONT PLANETARY GEAR
2 - FRONT THRUST WASHER
3 - FRONT ANNULUS GEAR
Fig. 208 Positioning Thrust Plate On Front Annulus
Support
1 - FRONT ANNULUS
2 - THRUST PLATE
BR/BEAUTOMATIC TRANSMISSION - 44RE 21 - 415
PLANETARY GEARTRAIN/OUTPUT SHAFT (Continued)

SWITCH VALVE
When the transmission is in Drive Second before
the TCC application occurs (Fig. 261), the pressure
regulator valve is supplying torque converter pres-
sure to the switch valve. The switch valve directs
this pressure through the transmission input shaft,
into the converter, through the converter, back out
between the input shaft and the reaction shaft, and
back up to the switch valve. From the switch valve,
the fluid pressure is directed to the transmission
cooler, and lubrication pressure returns from the
cooler to lubricate different portions of the transmis-
sion.Once the TCC control valve has moved to the right
(Fig. 262), line pressure is directed to the tip of the
switch valve, forcing the valve to the right. The
switch valve now vents oil from the front of the pis-
ton in the torque converter, and supplies line pres-
sure to the (rear) apply side of the torque converter
piston. This pressure differential causes the piston to
apply against the friction material, cutting off any
further flow of line pressure oil. After the switch
valve is shuttled right allowing line pressure to
engage the TCC, torque converter pressure is
directed past the switch valve into the transmission
cooler and lubrication circuits.
Fig. 260 Throttle Valve
21 - 448 AUTOMATIC TRANSMISSION - 44REBR/BE
VALVE BODY (Continued)