2001 DODGE RAM transmission oil

(a) Align and carefully insert park rod into pawl.
Rod will make click noise as it enters pawl. Move
rod slightly to check engagement.
(b) Align and seat valve body on case. Be sure
manual lever shaft and overdrive connector are
fully seated in case. Also be sure valve body wiring
is not pinched or kinked.
(c) Install and start all valve body attaching
bolts by hand. Then tighten bolts evenly, in a diag-
onal pattern to 12 N´m (105 in. lbs.) torque. Do not
overtighten valve body bolts. This could result in
distortion and cross leakage after installation.
CAUTION: It is possible for the park rod to displace
into a cavity just above the pawl sprag during
installation. Make sure the rod is actually engaged
in the pawl and has not displaced into the cavity.
(33) Install new filter on valve body. Tighten filter
screws to 4 N´m (35 in. lbs.).
(34) Adjust front and rear bands.
(35) Install seal on park/neutral position switch.
Then install and tighten switch to 34 N´m (25 ft.
lbs.).
(36) Install magnet in oil pan. Magnet goes on
small protrusion at corner of pan.
(37) Position new oil pan gasket on case and
install oil pan. Tighten pan bolts to 17 N´m (13 ft.
lbs.).
(38) Install new valve body manual shaft seal in
case (Fig. 55). Lubricate seal lip and manual shaft
with petroleum jelly. Start seal over shaft and into
case. Seat seal with 15/16 inch, deep well socket.
(39) Install throttle valve and shift selector levers
on valve body manual lever shaft.
Fig. 53 Checking Input Shaft End Play
1 - TOOL 8266-8
2 - TOOL 8266-6
3 - TOOL C-3339
Fig. 54 Accumulator Piston And Springs
1 - GOVERNOR PRESSURE SENSOR
2 - VALVE BODY
3 - PARK ROD
4 - ACCUMULATOR PISTON
5 - GOVERNOR PRESSURE SOLENOID
Fig. 55 Installing Manual Lever Shaft Seal
1 - 15/16©© SOCKET
2 - SEAL
BR/BEAUTOMATIC TRANSMISSION - 44RE 21 - 343
AUTOMATIC TRANSMISSION - 44RE (Continued)

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)

PRESSURE TEST
Overdrive clutch Fourth gear only Pressure should be 469-496 kPa (68-72 psi) with
closed throttle and increase to 620-896 kPa (90-130
psi) at 1/2 to 3/4 throttle.
Line pressure (at
accumulator)Closed throttle 372-414 kPa (54-60 psi).
Front servo Third or Fourth gear only No more than 21 kPa (3 psi) lower than line pressure.
Rear servo 1 range No more than 21 kPa (3 psi) lower than line pressure.
R range 1103 kPa (160 psi) at idle, builds to 1862 kPa (270 psi)
at 1600 rpm.
Governor D range closed throttle Pressure should respond smoothly to changes in mph
and return to 0-7 kPa (0-1.5 psi) when stopped with
transmission in D, 1, 2. Pressure above 7 kPa (1.5 psi)
at stand still will prevent transmission from
downshifting.
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Fitting, cooler line at trans 18 13
Bolt, torque convertor 31 270
Bolt, clevis bracket to crossmember 47 35
Bolt, clevis bracket to rear support 68 50
Bolt, driveplate to crankshaft 75 55
Plug, front band reaction 17 13
Locknut, front band adj. 34 25
Bolt, fluid pan 17 13
Screws, fluid filter 4 35
Bolt, oil pump 20 15
Bolt, overrunning clutch cam 17 13
Bolt, O/D to trans. 34 25
Bolt, O/D piston retainer 17 13
Plug, pressure test port 14 10
Bolt, reaction shaft support 20 15
Locknut, rear band 41 30
Bolt, valve body to case 12 100
Sensor, trans speed 27 20
Screw, solenoid wiring connector 4 35
Screw, solenoid to transfer plate 4 35
Bracket, transmission range sensor mounting 34 300
Screw, transmission range sensor to
mounting bracket3.4 30
21 - 358 AUTOMATIC TRANSMISSION - 44REBR/BE
AUTOMATIC TRANSMISSION - 44RE (Continued)

SPECIAL TOOLS
RE TRANSMISSIONS
Shaft, Spring Compressor and Alignment - 6227
Bar, Gauge - 6311
Pilot, Extension Housing - C-3288-B
Gauge, Oil Pressure - C-3292
Gauge, Oil Pressure - C-3293SP
Dial Indicator - C-3339
Compressor, Spring - C-3422-C
Puller, Slide Hammer - C-3752
Gauge, Throttle Setting - C-3763
Installer, Seal - C-3860-A
BR/BEAUTOMATIC TRANSMISSION - 44RE 21 - 359
AUTOMATIC TRANSMISSION - 44RE (Continued)

Installer, Bushing - SP-5117
Remover, Bushing - SP-5324
Installer, Bushing - SP-5325
Compressor, Spring - C-3575-A
Gauge - 6312
Adapter, Band Adjuster - C-3705
Flusher, Oil Cooler - 6906-B
Installer, Piston - 8114
Remover, Bushing - 6957
Installer, Bushing - 6951
Retainer, Detent Ball and Spring - 6583
BR/BEAUTOMATIC TRANSMISSION - 44RE 21 - 361
AUTOMATIC TRANSMISSION - 44RE (Continued)

INSPECTION
Inspect the accumulator piston and seal rings (Fig.
61). Replace the seal rings if worn or cut. Replace the
piston if chipped or cracked.
Check condition of the accumulator inner and
outer springs (Fig. 61). Replace the springs if the
coils are cracked, distorted or collapsed.
BANDS
DESCRIPTION
KICKDOWN (FRONT) BAND
The kickdown, or ªfrontº, band (Fig. 62) holds the
common sun gear of the planetary gear sets. The
front (kickdown) band is made of steel, and faced on
its inner circumference with a friction-type lining.
One end of the band is anchored to the transmission
case, and the other is acted on with a pushing force
by a servo piston. The front band is a single-wrap
design (the band does not completely encompass/
wrap the drum that it holds).
Fig. 60 Accumulator in SECOND Gear Position
1 - BOTTOM OF BORE
2 - LINE PRESSURE
3 - SHUTTLE VALVE
Fig. 61 Accumulator Components
1 - INNER SPRING
2 - ACCUMULATOR PISTON
3 - OUTER SPRING
4 - SEAL RINGS
Fig. 62 Front Band
1 - FRONT BAND
2 - TRANSMISSION HOUSING
BR/BEAUTOMATIC TRANSMISSION - 44RE 21 - 363
ACCUMULATOR (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)

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
reached. The PCM also considers vehicle loading,
grade and engine performance changes due to high
altitude in determining when to make WOT shifts. It
does this by measuring vehicle and engine accelera-
tion and then factoring in the shift time.
TRANSFER CASE LOW RANGE OPERATION
On four-wheel drive vehicles operating in low
range, the engine can accelerate to its peak more
rapidly than in Normal range, resulting in delayed
shifts and undesirable engine9flare.9The low range
governor pressure curve is also higher than normal
21 - 366 AUTOMATIC TRANSMISSION - 44REBR/BE
ELECTRONIC GOVERNOR (Continued)