2002 DODGE RAM ESP

INSTALLATION
(1)5.9L Engines:
(a) Rotate and hold the throttle cam in the full
wide open position. Snap the cable end onto lever
pin (Fig. 43).
(b) Connect cable to throttle body mounting
bracket (push down and lock).
(c) Connect cable to fan shroud routing clip.
(2)8.0L V-10 Engine:
(a) Connect cable end socket to throttle body
lever ball (snaps on) (Fig. 44).
(b) Connect cable to throttle body mounting
bracket (push down and lock).
(3) Install the remaining cable housing end into
and through the dash panel opening (snaps into posi-
tion). The two plastic pinch tabs (Fig. 21) should lock
the cable to dash panel.
(4) From inside the vehicle, hold up the accelera-
tor pedal. Install the throttle cable core wire and
plastic cable retainer into and through the upper end
of the pedal arm (the plastic retainer is snapped into
the pedal arm). When installing the plastic retainer
to the accelerator pedal arm, note the index tab on
the pedal arm (Fig. 21). Align the index slot on the
plastic cable retainer to this index tab.
THROTTLE POSITION SENSOR
DESCRIPTION
The 3±wire Throttle Position Sensor (TPS) is
mounted on the throttle body and is connected to the
throttle blade.
OPERATION
The TPS is a 3±wire variable resistor that provides
the Powertrain Control Module (PCM) with an input
signal (voltage) that represents the throttle blade
position of the throttle body. The sensor is connected
to the throttle blade shaft. As the position of the
throttle blade changes, the resistance (output volt-
age) of the TPS changes.
The PCM supplies approximately 5 volts to the
TPS. The TPS output voltage (input signal to the
PCM) represents the throttle blade position. The
PCM receives an input signal voltage from the TPS.
This will vary in an approximate range of from .26
volts at minimum throttle opening (idle), to 4.49 volts
at wide open throttle. Along with inputs from other
sensors, the PCM uses the TPS input to determine
current engine operating conditions. In response to
engine operating conditions, the PCM will adjust fuel
injector pulse width and ignition timing.
The PCM needs to identify the actions and position
of the throttle blade at all times. This information is
needed to assist in performing the following calcula-
tions:
²Ignition timing advance
²Fuel injection pulse-width
²Idle (learned value or minimum TPS)
²Off-idle (0.06 volt)
²Wide Open Throttle (WOT) open loop (2.608
volts above learned idle voltage)
²Deceleration fuel lean out
²Fuel cutoff during cranking at WOT (2.608 volts
above learned idle voltage)
²A/C WOT cutoff (certain automatic transmis-
sions only)
REMOVAL
REMOVAL - 5.9L
The TPS is located on the side of the throttle body.
(1) Remove air intake tube at throttle body.
(2) Disconnect TPS electrical connector.
(3) Remove two TPS mounting bolts (Fig. 46).
(4) Remove TPS from throttle body.
REMOVAL - 8.0L
The TPS is located on the side of the throttle body
(Fig. 47).
(1) Remove air intake tube at air cleaner housing.
(2) Remove the air cleaner cover.
(3) Remove the 4 air cleaner housing mounting
nuts and remove housing from throttle body.
(4) Disconnect TPS electrical connector.
(5) Remove two TPS mounting bolts (Fig. 47).
(6) Remove TPS from throttle body.
Fig. 45 Cable Release
1-TAB
14 - 50 FUEL INJECTION - GASOLINEBR/BE
THROTTLE CONTROL CABLE (Continued)

(2) Tighten bolts to 7 N´m (60 in. lbs.) torque.
(3) Manually operate the throttle control lever by
hand to check for any binding of the TPS.
(4) Connect TPS electrical connector to TPS.
(5) Install air cleaner housing to throttle body.
(6) Install 4 air cleaner housing mounting nuts.
Tighten nuts to 11 N´m (96 in. lbs.) torque.
(7) Install air cleaner housing cover.
(8) Install air intake tube to cover.
FUEL INJECTOR
DESCRIPTION
A separate fuel injector (Fig. 50) is used for each
individual cylinder.
OPERATION
OPERATION
The fuel injectors are electrical solenoids. The
injector contains a pintle that closes off an orifice at
the nozzle end. When electric current is supplied to
the injector, the armature and needle move a short
distance against a spring, allowing fuel to flow out
the orifice. Because the fuel is under high pressure, a
fine spray is developed in the shape of a pencil
stream. The spraying action atomizes the fuel, add-
ing it to the air entering the combustion chamber.
An individual fuel injector is used for each individ-
ual cylinder. The top (fuel entry) end of the injector is
attached into an opening on the fuel rail.The nozzle (outlet) ends of the injectors are posi-
tioned into openings in the intake manifold just
above the intake valve ports of the cylinder head.
The engine wiring harness connector for each fuel
injector is equipped with an attached numerical tag
(INJ 1, INJ 2 etc.). This is used to identify each fuel
injector.
The injectors are energized individually in a
sequential order by the Powertrain Control Module
(PCM). The PCM will adjust injector pulse width by
switching the ground path to each individual injector
on and off. Injector pulse width is the period of time
that the injector is energized. The PCM will adjust
injector pulse width based on various inputs it
receives.
Battery voltage is supplied to the injectors through
the ASD relay.
The PCM determines injector pulse width based on
various inputs.
OPERATION - PCM OUTPUT
The nozzle ends of the injectors are positioned into
openings in the intake manifold just above the intake
valve ports of the cylinder head. The engine wiring
harness connector for each fuel injector is equipped
with an attached numerical tag (INJ 1, INJ 2 etc.).
This is used to identify each fuel injector with its
respective cylinder number.
The injectors are energized individually in a
sequential order by the Powertrain Control Module
(PCM). The PCM will adjust injector pulse width by
switching the ground path to each individual injector
on and off. Injector pulse width is the period of time
that the injector is energized. The PCM will adjust
injector pulse width based on various inputs it
receives.
Battery voltage (12 volts +) is supplied to the injec-
tors through the ASD relay. The ASD relay will shut-
down the 12 volt power source to the fuel injectors if
the PCM senses the ignition is on, but the engine is
not running. This occurs after the engine has not
been running for approximately 1.8 seconds.
The PCM determines injector on-time (pulse width)
based on various inputs.
Fig. 50 Fuel Injector
1 - FUEL INJECTOR
2 - NOZZLE
3 - TOP (FUEL ENTRY)
14 - 52 FUEL INJECTION - GASOLINEBR/BE
THROTTLE POSITION SENSOR (Continued)

STANDARD PROCEDURE
STANDARD PROCEDURES - WATER DRAINING
AT FUEL FILTER
Refer to Fuel Filter/Water Separator removal/in-
stallation for procedures.
STANDARD PROCEDURES - CLEANING FUEL
SYSTEM PARTS
CAUTION: Cleanliness cannot be overemphasized
when handling or replacing diesel fuel system com-
ponents. This especially includes the fuel injectors,
high-pressure fuel lines and fuel injection pump.
Very tight tolerances are used with these parts. Dirt
contamination could cause rapid part wear and pos-
sible plugging of fuel injector nozzle tip holes. This
in turn could lead to possible engine misfire.
Always wash/clean any fuel system component
thoroughly before disassembly and then air dry.
Cap or cover any open part after disassembly.
Before assembly, examine each part for dirt, grease
or other contaminants and clean if necessary. When
installing new parts, lubricate them with clean
engine oil or clean diesel fuel only.
STANDARD PROCEDURE - AIR BLEED
A certain amount of air becomes trapped in the
fuel system when fuel system components on the
supply and/or high-pressure side are serviced or
replaced. Primary air bleeding is accomplished using
the electric fuel transfer (lift) pump. If the vehicle
has been allowed to run completely out of fuel, the
fuel injectors must also be bled as the fuel injection
pumpis notself-bleeding (priming).
Servicing or replacing components on the fuel
return side will not require air bleeding.
WARNING: DO NOT BLEED AIR FROM THE FUEL
SYSTEM OF A HOT ENGINE.
(1) Loosen, but do not remove, banjo bolt (test port
fitting) holding low-pressure fuel supply line to side
of fuel injection pump (Fig. 11). Place a shop towel
around banjo fitting to catch excess fuel.
The fuel transfer (lift) pump is self-priming: When
the key is first turned on (without cranking engine),
the pump operates for approximately 2 seconds and
then shuts off. The pump will also operate for up to
25 seconds after the starter is quickly engaged, and
then disengaged without allowing the engine to start.
The pump shuts off immediately if the key is on and
the engine stops running.
(2) Turn key to CRANK position and quickly
release key to ON position before engine starts. Thiswill operate fuel transfer pump for approximately 25
seconds.
(3) If fuel is not present at fuel supply line after
25 seconds, turn key OFF. Repeat previous step until
fuel is exiting at fuel supply line.
(4) Tighten banjo bolt at fuel supply line to 24 N´m
(18 ft. lbs.) torque. Primary air bleeding is now com-
pleted.
(5) Attempt to start engine. If engine will not
start, proceed to following steps.If engine does
start, it may run erratically and be very noisy
for a few minutes. This is a normal condition.
(6)Continue to next step if:
²The vehicle fuel tank has been allowed to run
empty
²The fuel injection pump has been replaced
²High-pressure fuel lines have been replaced
²Vehicle has not been operated after an extended
period
CAUTION: Do not engage the starter motor for more
than 30 seconds at a time. Allow two minutes
between cranking intervals.
(7) Perform previous air bleeding procedure steps
using fuel transfer pump. Be sure fuel is present at
fuel supply line (Fig. 11) before proceeding.
Fig. 11 Fuel Supply Line Banjo Bolt
1 - FUEL SUPPLY LINE
2 - FUEL RETURN LINE
3 - BANJO BOLT (TEST PORT FITTING)
4 - OVERFLOW VALVE
5 - BANJO FITTING
BR/BEFUEL DELIVERY - DIESEL 14 - 61
FUEL DELIVERY - DIESEL (Continued)

REMOVAL
(1) Place the front wheels in a straight-ahead posi-
tion.
(2) Disconnect and cap the fluid hoses from steer-
ing gear.
(3) Remove coupler pinch bolt at the steering gear
and slide shaft off gear (Fig. 3).
(4) Mark the pitman shaft and pitman arm for
installation reference. Remove the pitman arm from
the shaft with Puller C-4150A (Fig. 4).(5) Remove steering gear retaining bolts and nuts.
Remove the steering gear from the vehicle.INSTALLATION
(1) Position the steering gear on the frame rail and
install the bolts. Tighten mounting bolts to specifica-
tions.
(2) Align steering coupler on gear shaft. Install
pinch bolt and tighten to 49 N´m (36 ft. lbs.) torque.
(3) Align and install the pitman arm.
(4) Install the washer and retaining nut on the pit-
man shaft. Tighten the nut to 251 N´m (185 ft. lbs.).
(5) Connect fluid hoses to steering gear, tighten to
31 N´m (23 ft. lbs.). Add fluid, (Refer to 19 - STEER-
ING/PUMP - STANDARD PROCEDURE).
ADJUSTMENTS
CAUTION: Steering gear must be adjusted in the
proper order. If adjustments are not performed in
order, gear damage and improper steering response
may result.
NOTE: Adjusting the steering gear in the vehicle is
not recommended. Remove gear from the vehicle
and drain the fluid. Then mount gear in a vise to
perform adjustments.
Fig. 2 STEERING GEAR
Fig. 3 Column Shaft
1 - STEERING GEAR
2 - STEERING COUPLER
Fig. 4 Pitman Arm
1 - PITMAN ARM
2 - SPECIAL TOOL C-4150-A
3 - WRENCH
19 - 18 GEARBR/BE
GEAR (Continued)

(2) Connect 100 psi Gauge C-3292 to accumulator
port. Then connect 300 psi Gauge C-3293-SP to rear
servo port.
(3) Disconnect throttle and gearshift cables from
levers on transmission valve body manual shaft.
(4) Have helper start and run engine at 1000 rpm.
(5) Move transmission shift lever fully forward
into 1 range.
(6) Gradually move transmission throttle lever
from full forward to full rearward position and note
pressures on both gauges:
²Line pressure at accumulator port should be
54-60 psi (372-414 kPa) with throttle lever forward
and gradually increase to 90-96 psi (621-662 kPa) as
throttle lever is moved rearward.
²Rear servo pressure should be same as line pres-
sure within 3 psi (20.68 kPa).
Test Two - Transmission In 2 Range
This test checks pump output, line pressure and
pressure regulation. Use 100 psi Test Gauge C-3292
for this test.
(1) Leave vehicle in place on hoist and leave Test
Gauge C-3292 connected to accumulator port.
(2) Have helper start and run engine at 1000 rpm.
(3) Move transmission shift lever one detent rear-
ward from full forward position. This is 2 range.
(4) Move transmission throttle lever from full for-
ward to full rearward position and read pressure on
gauge.
(5) Line pressure should be 54-60 psi (372-414
kPa) with throttle lever forward and gradually
increase to 90-96 psi (621-662 kPa) as lever is moved
rearward.
Test Three - Transmission In D Range Third Gear
This test checks pressure regulation and condition
of the clutch circuits. Both test gauges are required
for this test.
(1) Turn OD switch off.
(2) Leave vehicle on hoist and leave Gauge C-3292
in place at accumulator port.
(3) Move Gauge C-3293-SP over to front servo port
for this test.
(4) Have helper start and run engine at 1600 rpm
for this test.
(5) Move transmission shift lever two detents rear-
ward from full forward position. This is D range.
(6) Read pressures on both gauges as transmission
throttle lever is gradually moved from full forward to
full rearward position:
²Line pressure at accumulator in D range third
gear, should be 54-60 psi (372-414 kPa) with throttle
lever forward and increase as lever is moved rear-
ward.²Front servo pressure in D range third gear,
should be within 3 psi (21 kPa) of line pressure up to
kickdown point.
Test Four - Transmission In Reverse
This test checks pump output, pressure regulation
and the front clutch and rear servo circuits. Use 300
psi Test Gauge C-3293-SP for this test.
(1) Leave vehicle on hoist and leave gauge C-3292
in place at accumulator port.
(2) Move 300 psi Gauge C-3293-SP back to rear
servo port.
(3) Have helper start and run engine at 1600 rpm
for test.
(4) Move transmission shift lever four detents
rearward from full forward position. This is Reverse
range.
(5) Move transmission throttle lever fully forward
then fully rearward and note reading at Gauge
C-3293-SP.
(6) Pressure should be 145 - 175 psi (1000-1207
kPa) with throttle lever forward and increase to 230 -
280 psi (1586-1931 kPa) as lever is gradually moved
rearward.
Test Five - Governor Pressure
This test checks governor operation by measuring
governor pressure response to changes in vehicle
speed. It is usually not necessary to check governor
operation unless shift speeds are incorrect or if the
transmission will not downshift. The test should be
performed on the road or on a hoist that will allow
the rear wheels to rotate freely.
(1) Move 100 psi Test Gauge C-3292 to governor
pressure port.
(2) Move transmission shift lever two detents rear-
ward from full forward position. This is D range.
(3) Have helper start and run engine at curb idle
speed. Then firmly apply service brakes so wheels
will not rotate.
(4) Note governor pressure:
²
Governor pressure should be no more than 20.6
kPa (3 psi) at curb idle speed and wheels not rotating.
²If pressure exceeds 20.6 kPa (3 psi), a fault
exists in governor pressure control system.
(5) Release brakes, slowly increase engine speed,
and observe speedometer and pressure test gauge (do
not exceed 30 mph on speedometer). Governor pres-
sure should increase in proportion to vehicle speed.
Or approximately 6.89 kPa (1 psi) for every 1 mph.
(6) Governor pressure rise should be smooth and
drop back to no more than 20.6 kPa (3 psi), after
engine returns to curb idle and brakes are applied to
prevent wheels from rotating.
(7) Compare results of pressure test with analysis
chart.
BR/BEAUTOMATIC TRANSMISSION - 46RE 21 - 99
AUTOMATIC TRANSMISSION - 46RE (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 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
crossmember47 35 -
Bolt, clevis bracket to rear
support68 50 -
Bolt, driveplate to
crankshaft75 55 -
Plug, front band reaction 17 13 -
Locknut, front band adj. 34 25 -
Switch, park/neutral 34 25 -
Bolt, fluid pan 13.6 - 125
Screws, fluid filter 4 - 35
Bolt, oil pump 20 15 -
Bolt, overrunning clutch
cam17 13 -
Bolt, O/D to trans. 34 25 -
Bolt, O/D piston retainer 17 13 -
Plug, pressure test port 14 10 -
Bolt, reaction shaft
support20 15 -
Locknut, rear band 41 30 -
Bolt, valve body to case 12 - 100
Sensor, trans speed 27 20 -
Screw, solenoid wiring
connector4-35
Screw, solenoid to transfer
plate4-35
BR/BEAUTOMATIC TRANSMISSION - 46RE 21 - 145
AUTOMATIC TRANSMISSION - 46RE (Continued)

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
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-
BR/BEAUTOMATIC TRANSMISSION - 46RE 21 - 153
ELECTRONIC GOVERNOR (Continued)

noid valve is defined as a valve which does not allow
hydraulic flow when no current or voltage is applied
to the solenoid. These valves perform hydraulic con-
trol functions for the transmission and must there-
fore be durable and tolerant of dirt particles. For
these reasons, the valves have hardened steel pop-
pets and ball valves. The solenoids operate the valves
directly, which means that the solenoids must have
very high outputs to close the valves against the siz-
able flow areas and line pressures found in current
transmissions. Fast response time is also necessary
to ensure accurate control of the transmission.
The strength of the magnetic field is the primary
force that determines the speed of operation in a par-
ticular solenoid design. A stronger magnetic field will
cause the plunger to move at a greater speed than a
weaker one. There are basically two ways to increase
the force of the magnetic field:
²Increase the amount of current applied to the
coil or
²Increase the number of turns of wire in the coil.
The most common practice is to increase the num-
ber of turns by using thin wire that can completely
fill the available space within the solenoid housing.
The strength of the spring and the length of the
plunger also contribute to the response speed possi-
ble by a particular solenoid design.
A solenoid can also be described by the method by
which it is controlled. Some of the possibilities
include variable force, pulse-width modulated, con-
stant ON, or duty cycle. The variable force and pulse-
width modulated versions utilize similar methods to
control the current flow through the solenoid to posi-
tion the solenoid plunger at a desired position some-
where between full ON and full OFF. The constant
ON and duty cycled versions control the voltage
across the solenoid to allow either full flow or no flow
through the solenoid's valve.
OPERATION
When an electrical current is applied to the sole-
noid coil, a magnetic field is created which produces
an attraction to the plunger, causing the plunger to
move and work against the spring pressure and the
load applied by the fluid the valve is controlling. The
plunger is normally directly attached to the valve
which it is to operate. When the current is removed
from the coil, the attraction is removed and the
plunger will return to its original position due to
spring pressure.
The plunger is made of a conductive material and
accomplishes this movement by providing a path for
the magnetic field to flow. By keeping the air gap
between the plunger and the coil to the minimum
necessary to allow free movement of the plunger, the
magnetic field is maximized.
SPEED SENSOR
DESCRIPTION
The speed sensor (Fig. 231) is located in the over-
drive gear case. The sensor is positioned over the
park gear and monitors transmission output shaft
rotating speed.
OPERATION
Speed sensor signals are triggered by the park
gear lugs as they rotate past the sensor pickup face.
Input signals from the sensor are sent to the trans-
mission control module for processing. Signals from
this sensor are shared with the powertrain control
module.
THROTTLE VALVE CABLE
DESCRIPTION
Transmission throttle valve cable (Fig. 232) adjust-
ment is extremely important to proper operation.
This adjustment positions the throttle valve, which
controls shift speed, quality, and part-throttle down-
shift sensitivity.
If cable setting is too loose, early shifts and slip-
page between shifts may occur. If the setting is too
tight, shifts may be delayed and part throttle down-
shifts may be very sensitive.
The transmission throttle valve is operated by a
cam on the throttle lever. The throttle lever is oper-
ated by an adjustable cable (Fig. 233). The cable is
attached to an arm mounted on the throttle lever
shaft. A retaining clip at the engine-end of the cable
is removed to provide for cable adjustment. The
retaining clip is then installed back onto the throttle
valve cable to lock in the adjustment.
Fig. 231 Transmission Output Speed Sensor
1 - TRANSMISSION OUTPUT SHAFT SPEED SENSOR
2 - SEAL
BR/BEAUTOMATIC TRANSMISSION - 46RE 21 - 209
SOLENOID (Continued)