2001 DODGE RAM transmission oil

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 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 23
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
Switch, park/neutral 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
BR/BEAUTOMATIC TRANSMISSION - 46RE 21 - 533
AUTOMATIC TRANSMISSION - 46RE (Continued)

SPECIAL TOOLS
RE TRANSMISSION
Flusher, Oil Cooler - 6906
Remover, Bushing - 6957
Installer, Bushing - 6951
Retainer, Detent Ball and Spring - 6583
Gauge, Block - 6312
Fixture, Engine Support - C-3487-A
Stand, Transmission Repair - C-3750-B
Compressor, Spring - C-3863-A
Spring Compressor and Alignment Shaft - 6227
Bar, Gauge - 6311
Studs, Oil Pump Pilot - C-3288-B
21 - 534 AUTOMATIC TRANSMISSION - 46REBR/BE
AUTOMATIC TRANSMISSION - 46RE (Continued)

Handle, Universal - C-4171
Remover/Installer, Bushing - C-4470
Dial Caliper - C-4962
Set, Bushing Remover/Installer - C-3887-J
Nut, Bushing Remover - SP-1191, From kit C-3887-J
Remover, Front Clutch Bushing - SP-3629, From kit
C-3887-J
Cup, Bushing Remover - SP-3633, From kit C-3887-J
Installer, Oil Pump Bushing - SP-5118, From kit
C-3887-J
Remover, Reaction Shaft Bushing - SP-5301, From
Kit C-3887-J
Installer, Reaction Shaft Bushing - SP-5302, From
kit C-3887-J
21 - 536 AUTOMATIC TRANSMISSION - 46REBR/BE
AUTOMATIC TRANSMISSION - 46RE (Continued)

INSPECTION
Inspect the accumulator piston and seal rings (Fig.
70). 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. 70). Replace the springs if the
coils are cracked, distorted or collapsed.
BANDS
DESCRIPTION
KICKDOWN (FRONT) BAND
The kickdown, or ªfrontº, band (Fig. 71) 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).
LOW/REVERSE (REAR) BAND
The low/reverse band, or ªrearº, band (Fig. 72) is
similar in appearance and operation to the front
band. The rear band is also a single-wrap design (
the band does not completely encompass/wrap the
drum that it holds).
Fig. 68 Accumulator in DRIVE - FIRST GEAR
POSITION
1 - LINE PRESSURE
Fig. 69 Accumulator in SECOND Gear Position
1 - BOTTOM OF BORE
2 - LINE PRESSURE
3 - SHUTTLE VALVE
Fig. 70 Accumulator Components
1 - INNER SPRING
2 - ACCUMULATOR PISTON
3 - OUTER SPRING
4 - SEAL RINGS
21 - 538 AUTOMATIC TRANSMISSION - 46REBR/BE
ACCUMULATOR (Continued)

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.
Be sure adjusting screw turns freely in lever.
(4) Tighten adjusting screw to 8 N´m (72 in. lbs.)
torque (Fig. 74).
(5) Back off adjusting screw 2 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.
(8) Lower vehicle and refill transmission with
MopartATF +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. 75).
GOVERNOR PRESSURE SENSOR
The governor pressure sensor measures output
pressure of the governor pressure solenoid valve (Fig.
76).
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. 76).
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
Fig. 74 Rear Band Adjustment Screw Location
1 - LOW-REVERSE BAND ADJUSTMENT
Fig. 75 Governor Pressure Solenoid Valve
1 - SOLENOID FILTER
2 - GOVERNOR PRESSURE SOLENOID
Fig. 76 Governor Pressure Sensor
1 - GOVERNOR BODY
2 - GOVERNOR PRESSURE SENSOR/TRANSMISSION FLUID
TEMPERATURE THERMISTOR
21 - 540 AUTOMATIC TRANSMISSION - 46REBR/BE
BANDS (Continued)

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)

EXTENSION HOUSING
BUSHING
REMOVAL
(1) Remove extension housing yoke seal.
(2) Insert Remover 6957 into the extension hous-
ing. Tighten tool to bushing and remove bushing
(Fig. 85).
INSTALLATION
(1) Align bushing oil hole with oil slot in extension
housing.
(2) Tap bushing into place with Installer 6951 and
Handle C-4171.
(3) Install new oil seal in housing using Seal
Installer C-3995-A (Fig. 86).
EXTENSION HOUSING SEAL
REMOVAL
(1) Raise vehicle.
(2) Mark propeller shaft and axle yoke for align-
ment reference.
(3) Disconnect and remove propeller shaft.
(4) Remove old seal with Seal Remover C-3985-B
(Fig. 87) from overdrive housing.
INSTALLATION
(1) Place seal in position on overdrive housing.
(2) Drive seal into overdrive housing with Seal
Installer C-3995-A (Fig. 88).
(3) Carefully guide propeller shaft slip yoke into
housing and onto output shaft splines. Align marks
made at removal and connect propeller shaft to rear
axle pinion yoke.
Fig. 85 Bushing Removal - Typical
1 - REMOVER
2 - EXTENSION HOUSING BUSHING
Fig. 86 Extension Housing Seal Installation
1 - SPECIAL TOOL C-3995-A OR C-3972-A
2 - SPECIAL TOOL C-4471
Fig. 87 Removing Overdrive Housing Yoke Seal
1 - SPECIAL TOOL C-3985-B
2 - SEAL
Fig. 88 Installing Overdrive Housing Seal
1 - SPECIAL TOOL C-3995-A OR C-3972-A
2 - SPECIAL TOOL C-4471
21 - 544 AUTOMATIC TRANSMISSION - 46REBR/BE

FLUID AND FILTER
DIAGNOSIS AND TESTING - EFFECTS OF
INCORRECT FLUID LEVEL
A low fluid level allows the pump to take in air
along with the fluid. Air in the fluid will cause fluid
pressures to be low and develop slower than normal.
If the transmission is overfilled, the gears churn the
fluid into foam. This aerates the fluid and causing
the same conditions occurring with a low level. In
either case, air bubbles cause fluid overheating, oxi-
dation and varnish buildup which interferes with
valve and clutch operation. Foaming also causes fluid
expansion which can result in fluid overflow from the
transmission vent or fill tube. Fluid overflow can eas-
ily be mistaken for a leak if inspection is not careful.
DIAGNOSIS AND TESTING - CAUSES OF
BURNT FLUID
Burnt, discolored fluid is a result of overheating
which has two primary causes.
(1)
A result of restricted fluid flow through the main
and/or auxiliary cooler. This condition is usually the
result of a faulty or improperly installed drainback
valve, a damaged main cooler, or severe restrictions in
the coolers and lines caused by debris or kinked lines.
(2) Heavy duty operation with a vehicle not prop-
erly equipped for this type of operation. Trailer tow-
ing or similar high load operation will overheat the
transmission fluid if the vehicle is improperly
equipped. Such vehicles should have an auxiliary
transmission fluid cooler, a heavy duty cooling sys-
tem, and the engine/axle ratio combination needed to
handle heavy loads.
DIAGNOSIS AND TESTING - FLUID
CONTAMINATION
Transmission fluid contamination is generally a
result of:
²adding incorrect fluid
²failure to clean dipstick and fill tube when
checking level
²engine coolant entering the fluid
²internal failure that generates debris
²
overheat that generates sludge (fluid breakdown)
²failure to reverse flush cooler and lines after repair
²failure to replace contaminated converter after
repair
The use of non-recommended fluids can result in
transmission failure. The usual results are erratic
shifts, slippage, abnormal wear and eventual failure
due to fluid breakdown and sludge formation. Avoid
this condition by using recommended fluids only.
The dipstick cap and fill tube should be wiped
clean before checking fluid level. Dirt, grease andother foreign material on the cap and tube could fall
into the tube if not removed beforehand. Take the
time to wipe the cap and tube clean before withdraw-
ing the dipstick.
Engine coolant in the transmission fluid is gener-
ally caused by a cooler malfunction. The only remedy
is to replace the radiator as the cooler in the radiator
is not a serviceable part. If coolant has circulated
through the transmission, an overhaul is necessary.
The transmission cooler and lines should be
reverse flushed whenever a malfunction generates
sludge and/or debris. The torque converter should
also be replaced at the same time.
Failure to flush the cooler and lines will result in
recontamination. Flushing applies to auxiliary coolers
as well. The torque converter should also be replaced
whenever a failure generates sludge and debris. This is
necessary because normal converter flushing procedures
will not remove all contaminants.
STANDARD PROCEDURE - FLUID LEVEL
CHECK
Low fluid level can cause a variety of conditions
because it allows the pump to take in air along with
the fluid. As in any hydraulic system, air bubbles
make the fluid spongy, therefore, pressures will be
low and build up slowly.
Improper filling can also raise the fluid level too
high. When the transmssion has too much fluid, the
geartrain churns up foam and cause the same condi-
tions which occur with a low fluid level.
In either case, air bubbles can cause overheating
and/or fluid oxidation, and varnishing. This can
interfere with normal valve, clutch, and accumulator
operation. Foaming can also result in fluid escaping
from the transmission vent where it may be mis-
taken for a leak.
Along with fluid level, it is important to check the
condition of the fluid. When the fluid smells burned,
and is contaminated with metal or friction material
particles, a complete transmission recondition is
needed. Be sure to examine the fluid on the dipstick
closely. If there is any doubt about its condition,
drain out a sample for a double check.
After the fluid has been checked, seat the dipstick
fully to seal out water and dirt.
The transmission has a dipstick to check oil level.
It is located on the right side of the engine. Be sure
to wipe all dirt from dipstick handle before removing.
Fluid level is checked with the engine running at
curb idle speed, the transmission in NEUTRAL and
the transmission fluid at normal operating tempera-
ture.The engine should be running at idle
speed for at least one minute, with the vehicle
on level ground.
The transmission fluid level can be checked two ways.
BR/BEAUTOMATIC TRANSMISSION - 46RE 21 - 545