2002 DODGE RAM clock

(2) Remove sun gear and spring plate. Then
remove planetary thrust bearing and planetary gear
(Fig. 140).
(3) Remove overrunning clutch assembly with
expanding type snap-ring pliers (Fig. 141). Insert pli-
ers into clutch hub. Expand pliers to grip hub splines
and remove clutch with counterclockwise, twisting
motion.
(4) Remove thrust bearing from overrunning
clutch hub.(5) Remove overrunning clutch from hub.
(6) Mark position of annulus gear and direct clutch
drum for assembly alignment reference (Fig. 142).
Use small center punch or scriber to make alignment
marks.
(7) Remove direct clutch drum rear retaining ring
(Fig. 143).
(8) Remove direct clutch drum outer retaining ring
(Fig. 144).
Fig. 138 Direct Clutch Pack Removal
1 - SPECIAL TOOL 6227-1
2 - DIRECT CLUTCH HUB
3 - DIRECT CLUTCH PACK
Fig. 139 Direct Clutch Hub And Spring Removal
1 - DIRECT CLUTCH SPRING
2 - DIRECT CLUTCH HUB
Fig. 140 Removing Sun Gear, Thrust Bearing And
Planetary Gear
1 - PLANETARY GEAR
2 - PLANETARY THRUST BEARING
3 - CLUTCH SPRING PLATE
4 - SPRING PLATE SNAP-RING
5 - SUN GEAR
Fig. 141 Overrunning Clutch Assembly Removal/
Installation
1 - OVERRUNNING CLUTCH
2 - NEEDLE BEARING
21 - 178 AUTOMATIC TRANSMISSION - 46REBR/BE
OVERDRIVE UNIT (Continued)

(10) Install overrunning clutch in output shaft
(Fig. 154). Insert snap ring pliers in hub splines.
Expand pliers to grip hub. Then install assembly
with counterclockwise, twisting motion.
(11) Install planetary gear in annulus gear (Fig.
155). Be sure planetary pinions are fully seated in
annulus gear before proceeding.
(12) Coat planetary thrust bearing and bearing
contact surface of spring plate with generous amount
of petroleum jelly. This will help hold bearing in
place during installation.
(13) Install planetary thrust bearing on sun gear
(Fig. 156). Slide bearing onto gear and seat it against
spring plate as shown. Bearing fits one way only. If it
does not seat squarely against spring plate, remove
and reposition bearing.
(14) Install assembled sun gear, spring plate and
thrust bearing (Fig. 157). Be sure sun gear and
thrust bearing are fully seated before proceeding.
Fig. 152 Rear Bearing And Snap-Ring Installation
1 - REAR BEARING
2 - SNAP-RING
Fig. 153 Assembling Overrunning Clutch And Hub
1 - CLUTCH HUB
2 - OVERRUNNING CLUTCH
Fig. 154 Overrunning Clutch Installation
1 - CLUTCH DRUM
2 - OVERRUNNING CLUTCH ASSEMBLY
3 - EXPANDING-TYPE SNAP-RING PLIERS
4 - CLUTCH DRUM
5 - ANNULUS GEAR
6 - OVERRUNNING CLUTCH ASSEMBLY SEATED IN OUTPUT
SHAFT
Fig. 155 Planetary Gear Installation
1 - PLANETARY GEAR
2 - ANNULUS GEAR
21 - 182 AUTOMATIC TRANSMISSION - 46REBR/BE
OVERDRIVE UNIT (Continued)

OVERRUNNING CLUTCH
CAM/OVERDRIVE PISTON
RETAINER
DESCRIPTION
The overrunning clutch (Fig. 186) 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
(1) Remove the overdrive piston (Fig. 187).
(2) Remove the overdrive piston retainer bolts.
(3) Remove overdrive piston retainer.(4) Remove case gasket.
(5) Tap old cam out of case with pin punch. Insert
punch through bolt holes at rear of case (Fig. 188).
Alternate position of punch to avoid cocking cam dur-
ing removal.
(6) Clean clutch cam bore and case. Be sure to
remove all chips/shavings generated during cam
removal.
CLEANING
Clean the overrunning clutch assembly, clutch cam,
low-reverse drum, and overdrive piston retainer in
solvent. Dry them with compressed air after clean-
ing.
Fig. 186 Overrunning Clutch
1 - OUTER RACE (CAM)
2 - ROLLER
3 - SPRING
4 - SPRING RETAINER
5 - INNER RACE (HUB)
Fig. 187 Overdrive Piston Removal
1 - OVERDRIVE CLUTCH PISTON
2 - INTERMEDIATE SHAFT
3 - SELECTIVE SPACER
4 - PISTON RETAINER
Fig. 188 Overrunning Clutch Cam
1 - PIN PUNCH
2 - REAR SUPPORT BOLT HOLES
21 - 192 AUTOMATIC TRANSMISSION - 46REBR/BE

STATOR
The stator assembly (Fig. 240) is mounted on a sta-
tionary shaft which is an integral part of the oil
pump. The stator is located between the impeller and
turbine within the torque converter case (Fig. 241).
The stator contains an over-running clutch, which
allows the stator to rotate only in a clockwise direc-
tion. When the stator is locked against the over-run-
ning clutch, the torque multiplication feature of the
torque converter is operational.
Fig. 239 Turbine
1 - TURBINE VANE 4 - PORTION OF TORQUE CONVERTER COVER
2 - ENGINE ROTATION 5 - ENGINE ROTATION
3 - INPUT SHAFT 6 - OIL FLOW WITHIN TURBINE SECTION
Fig. 240 Stator Components
1 - CAM (OUTER RACE)
2 - ROLLER
3 - SPRING
4 - INNER RACE
21 - 214 AUTOMATIC TRANSMISSION - 46REBR/BE
TORQUE CONVERTER (Continued)

TORQUE CONVERTER CLUTCH (TCC)
The TCC (Fig. 242) was installed to improve the
efficiency of the torque converter that is lost to the
slippage of the fluid coupling. Although the fluid cou-
pling provides smooth, shock-free power transfer, it is
natural for all fluid couplings to slip. If the impeller
and turbine were mechanically locked together, a
zero slippage condition could be obtained. A hydraulic
piston was added to the turbine, and a friction mate-
rial was added to the inside of the front cover to pro-
vide this mechanical lock-up.
OPERATION
The converter impeller (Fig. 243) (driving member),
which is integral to the converter housing and bolted
to the engine drive plate, rotates at engine speed.
The converter turbine (driven member), which reacts
from fluid pressure generated by the impeller, rotates
and turns the transmission input shaft.
TURBINE
As the fluid that was put into motion by the impel-
ler blades strikes the blades of the turbine, some of
the energy and rotational force is transferred into the
turbine and the input shaft. This causes both of them
(turbine and input shaft) to rotate in a clockwise
direction following the impeller. As the fluid is leav-
ing the trailing edges of the turbine's blades it con-tinues in a ªhinderingº direction back toward the
impeller. If the fluid is not redirected before it strikes
the impeller, it will strike the impeller in such a
direction that it would tend to slow it down.
STATOR
Torque multiplication is achieved by locking the
stator's over-running clutch to its shaft (Fig. 244).
Under stall conditions (the turbine is stationary), the
oil leaving the turbine blades strikes the face of the
stator blades and tries to rotate them in a counter-
clockwise direction. When this happens the overrun-
ning clutch of the stator locks and holds the stator
from rotating. With the stator locked, the oil strikes
the stator blades and is redirected into a ªhelpingº
direction before it enters the impeller. This circula-
tion of oil from impeller to turbine, turbine to stator,
and stator to impeller, can produce a maximum
torque multiplication of about 2.4:1. As the turbine
begins to match the speed of the impeller, the fluid
that was hitting the stator in such as way as to
cause it to lock-up is no longer doing so. In this con-
dition of operation, the stator begins to free wheel
and the converter acts as a fluid coupling.
Fig. 241 Stator Location
1-STATOR
2 - IMPELLER
3 - FLUID FLOW
4 - TURBINE
Fig. 242 Torque Converter Clutch (TCC)
1 - IMPELLER FRONT COVER
2 - THRUST WASHER ASSEMBLY
3 - IMPELLER
4-STATOR
5 - TURBINE
6 - PISTON
7 - FRICTION DISC
BR/BEAUTOMATIC TRANSMISSION - 46RE 21 - 215
TORQUE CONVERTER (Continued)

One complete turn of the adjusting screw changes
line pressure approximately 1-2/3 psi (9 kPa).
Turning the adjusting screw counterclockwise
increases pressure while turning the screw clockwise
decreases pressure.THROTTLE PRESSURE ADJUSTMENT
Insert Gauge Tool C-3763 between the throttle
lever cam and the kickdown valve stem (Fig. 327).
Push the gauge tool inward to compress the kick-
down valve against the spring and bottom the throt-
tle valve.
Maintain pressure against kickdown valve spring.
Turn throttle lever stop screw until the screw head
touches throttle lever tang and the throttle lever cam
touches gauge tool.
NOTE: The kickdown valve spring must be fully
compressed and the kickdown valve completely
bottomed to obtain correct adjustment.
Fig. 326 Line Pressure Adjustment
1 - WRENCH
2 - 1±5/16 INCH
Fig. 327 Throttle Pressure Adjustment
1 - HEX WRENCH (IN THROTTLE LEVER ADJUSTING SCREW)
2 - SPECIAL TOOL C-3763 (POSITIONED BETWEEN THROTTLE
LEVER AND KICKDOWN VALVE)
21 - 258 AUTOMATIC TRANSMISSION - 46REBR/BE
VALVE BODY (Continued)

PARK POWERFLOW
As the engine is running and the crankshaft is
rotating, the flexplate and torque converter, which
are also bolted to it, are all rotating in a clockwise
direction as viewed from the front of the engine. The
notched hub of the torque converter is connected to
the oil pump's internal gear, supplying the transmis-
sion with oil pressure. As the converter turns, it
turns the input shaft in a clockwise direction. As the
input shaft is rotating, the front clutch hub-rear
clutch retainer and all their associated parts are also
rotating, all being directly connected to the input
shaft. The power flow from the engine through the
front clutch hub and rear clutch retainer stops at the
rear clutch retainer. Therefore, no power flow to the
output shaft occurs because no clutches are applied.
The only mechanism in use at this time is the park-
ing sprag (Fig. 3), which locks the parking gear on
the output shaft to the transmission case.
NEUTRAL POWERFLOW
With the gear selector in the NEUTRAL position
(Fig. 4), the power flow of the transmission is essen-
tially the same as in the park position. The only
operational difference is that the parking sprag has
been disengaged, unlocking the output shaft from the
transmission case and allowing it to move freely.
REVERSE POWERFLOW
When the gear selector is moved into the
REVERSE position (Fig. 5), the front clutch and the
rear band are applied. With the application of the
front clutch, engine torque is applied to the sun gear,
turning it in a clockwise direction. The clockwise
rotation of the sun gear causes the rear planet pin-
ions to rotate against engine rotation in a counter-
clockwise direction. The rear band is holding the low
reverse drum, which is splined to the rear carrier.
Since the rear carrier is being held, the torque from
the planet pinions is transferred to the rear annulus
gear, which is splined to the output shaft. The output
shaft in turn rotates with the annulus gear in a
counterclockwise direction giving a reverse gear out-
put. The entire transmission of torque is applied to
the rear planetary gearset only. Although there is
torque input to the front gearset through the sun
gear, no other member of the gearset is being held.
During the entire reverse stage of operation, the
front planetary gears are in an idling condition.
Fig. 3 Park Powerflow
1 - LEVER ENGAGED FOR PARK
2 - PARK SPRAG
3 - OUTPUT SHAFT
Fig. 4 Neutral Powerflow
1 - PAWL DISENGAGED FOR NEUTRAL
2 - PARK SPRAG
3 - OUTPUT SHAFT
4 - CAM
5-PAWL
21 - 264 AUTOMATIC TRANSMISSION - 47REBR/BE
AUTOMATIC TRANSMISSION - 47RE (Continued)

FIRST GEAR POWERFLOW
When the gearshift lever is moved into the DRIVE
position the transmission goes into first gear (Fig. 6).
As soon as the transmission is shifted from PARK or
NEUTRAL to DRIVE, the rear clutch applies, apply-
ing the rear clutch pack to the front annulus gear.
Engine torque is now applied to the front annulus
gear turning it in a clockwise direction. With the
front annulus gear turning in a clockwise direction, it
causes the front planets to turn in a clockwise direc-
tion. The rotation of the front planets cause the sun
to revolve in a counterclockwise direction. The sun
gear now transfers its counterclockwise rotation tothe rear planets which rotate back in a clockwise
direction. With the rear annulus gear stationary, the
rear planet rotation on the annulus gear causes the
rear planet carrier to revolve in a counterclockwise
direction. The rear planet carrier is splined into the
low-reverse drum, and the low reverse drum is
splined to the inner race of the over-running clutch.
With the over-running clutch locked, the planet car-
rier is held, and the resulting torque provided by the
planet pinions is transferred to the rear annulus
gear. The rear annulus gear is splined to the output
shaft and rotated along with it (clockwise) in an
underdrive gear reduction mode.
Fig. 5 Reverse Powerflow
1 - FRONT CLUTCH ENGAGED 5 - OUTPUT SHAFT
2 - OUTPUT SHAFT 6 - INPUT SHAFT
3 - LOW/REVERSE BAND APPLIED 7 - FRONT CLUTCH ENGAGED
4 - INPUT SHAFT 8 - LOW/REVERSE BAND APPLIED
BR/BEAUTOMATIC TRANSMISSION - 47RE 21 - 265
AUTOMATIC TRANSMISSION - 47RE (Continued)