2002 DODGE RAM width

INSTALLATION
INSTALLATION - 5.9L
The IAC motor is located on the back of the throt-
tle body (Fig. 31).
(1) Install IAC motor to throttle body.
(2) Install and tighten two mounting bolts (screws)
to 7 N´m (60 in. lbs.) torque.
(3) Install electrical connector.
(4) Install air cleaner assembly.
INSTALLATION - 8.0L
The IAC motor is located on the back of the throt-
tle body (Fig. 32).
(1) Install IAC motor to throttle body.
(2) Install and tighten two mounting bolts (screws)
to 7 N´m (60 in. lbs.) torque.
(3) Install electrical connector.
(4) Install air cleaner housing to throttle body.
(5) Install 4 air cleaner housing mounting nuts.
Tighten nuts to 11 N´m (96 in. lbs.) torque.
(6) Install air cleaner housing cover.
INTAKE AIR TEMPERATURE
SENSOR
DESCRIPTION - 5.9L/8.0L
The 2±wire Intake Manifold Air Temperature (IAT)
sensor is installed in the intake manifold with the
sensor element extending into the air stream.
The IAT sensor is a two-wire Negative Thermal
Coefficient (NTC) sensor. Meaning, as intake mani-
fold temperature increases, resistance (voltage) in thesensor decreases. As temperature decreases, resis-
tance (voltage) in the sensor increases.
OPERATION - 5.9L/8.0L
The IAT sensor provides an input voltage to the
Powertrain Control Module (PCM) indicating the
density of the air entering the intake manifold based
upon intake manifold temperature. At key-on, a
5±volt power circuit is supplied to the sensor from
the PCM. The sensor is grounded at the PCM
through a low-noise, sensor-return circuit.
The PCM uses this input to calculate the following:
²Injector pulse-width
²Adjustment of spark timing (to help prevent
spark knock with high intake manifold air-charge
temperatures)
The resistance values of the IAT sensor is the same
as for the Engine Coolant Temperature (ECT) sensor.
REMOVAL
REMOVAL - 5.9L
The intake manifold air temperature sensor is
located in the front/side of the intake manifold (Fig.
33).
(1) Remove air cleaner assembly.
(2) Disconnect electrical connector at sensor (Fig.
33).
(3) Remove sensor from intake manifold.
Fig. 32 IAC MotorÐ8.0L Engine
1 - IDLE AIR CONTROL MOTOR
2 - INTAKE MANIFOLD (UPPER HALF)
3 - THROTTLE POSITION SENSOR
4 - THROTTLE BODY
Fig. 33 Air Temperature SensorÐ5.9L
1 - INTAKE MANIFOLD AIR TEMPERATURE SENSOR
2 - ELECTRICAL CONNECTOR
14 - 42 FUEL INJECTION - GASOLINEBR/BE
IDLE AIR CONTROL MOTOR (Continued)

REMOVAL - 8.0L
The intake manifold air temperature sensor is
located in the side of the intake manifold near the
front of throttle body (Fig. 34).
(1) Disconnect electrical connector at sensor.
(2) Remove sensor from intake manifold.
INSTALLATION
INSTALLATION - 5.9L
The intake manifold air temperature sensor is
located in the front/side of the intake manifold (Fig.
33).
(1) Install sensor to intake manifold. Tighten to
12±15 N´m (110±130 in. lbs.) torque.
(2) Install electrical connector.
(3) Install air cleaner.
INSTALLATION - 8.0L
The intake manifold air temperature sensor is
located in the side of the intake manifold near the
front of throttle body (Fig. 34).
(1) Install sensor to intake manifold. Tighten to
12±15 N´m (110±130 in. lbs.) torque.
(2) Install electrical connector.
MANIFOLD ABSOLUTE
PRESSURE SENSOR
DESCRIPTION - 5.9L/8.0L
On 5.9L engines, the MAP sensor is mounted on
the side of the engine throttle body. The sensor is
connected to the throttle body with a rubber
L-shaped fitting.On the 8.0L 10±cylinder engine, the MAP sensor is
mounted into the right side of the intake manifold.
OPERATION - 5.9L/8.0L
The MAP sensor is used as an input to the Power-
train Control Module (PCM). It contains a silicon
based sensing unit to provide data on the manifold
vacuum that draws the air/fuel mixture into the com-
bustion chamber. The PCM requires this information
to determine injector pulse width and spark advance.
When manifold absolute pressure (MAP) equals
Barometric pressure, the pulse width will be at max-
imum.
A 5 volt reference is supplied from the PCM and
returns a voltage signal to the PCM that reflects
manifold pressure. The zero pressure reading is 0.5V
and full scale is 4.5V. For a pressure swing of 0±15
psi, the voltage changes 4.0V. To operate the sensor,
it is supplied a regulated 4.8 to 5.1 volts. Ground is
provided through the low-noise, sensor return circuit
at the PCM.
The MAP sensor input is the number one contrib-
utor to fuel injector pulse width. The most important
function of the MAP sensor is to determine baromet-
ric pressure. The PCM needs to know if the vehicle is
at sea level or at a higher altitude, because the air
density changes with altitude. It will also help to cor-
rect for varying barometric pressure. Barometric
pressure and altitude have a direct inverse correla-
tion; as altitude goes up, barometric goes down. At
key-on, the PCM powers up and looks at MAP volt-
age, and based upon the voltage it sees, it knows the
current barometric pressure (relative to altitude).
Once the engine starts, the PCM looks at the voltage
again, continuously every 12 milliseconds, and com-
pares the current voltage to what it was at key-on.
The difference between current voltage and what it
was at key-on, is manifold vacuum.
During key-on (engine not running) the sensor
reads (updates) barometric pressure. A normal range
can be obtained by monitoring a known good sensor.
As the altitude increases, the air becomes thinner
(less oxygen). If a vehicle is started and driven to a
very different altitude than where it was at key-on,
the barometric pressure needs to be updated. Any
time the PCM sees Wide Open Throttle (WOT), based
upon Throttle Position Sensor (TPS) angle and RPM,
it will update barometric pressure in the MAP mem-
ory cell. With periodic updates, the PCM can make
its calculations more effectively.
The PCM uses the MAP sensor input to aid in cal-
culating the following:
²Manifold pressure
²Barometric pressure
²Engine load
²Injector pulse-width
Fig. 34 Air Temperature SensorÐ8.0L Engine
1 - INTAKE MANIFOLD AIR TEMP. SENSOR
2 - INTAKE MANIFOLD
BR/BEFUEL INJECTION - GASOLINE 14 - 43
INTAKE AIR TEMPERATURE SENSOR (Continued)

(2) Clean the area around the sensor before
removal.
(3) Remove the two sensor mounting bolts.
(4) Remove the sensor from the intake manifold.
INSTALLATION
INSTALLATION - 5.9L
The MAP sensor is located on the front of the
throttle body (Fig. 35). An L-shaped rubber fitting is
used to connect the MAP sensor to throttle body (Fig.
36).
(1) Install rubber L-shaped fitting to MAP sensor.
(2) Position sensor to throttle body while guiding
rubber fitting over throttle body vacuum nipple.
(3) Install MAP sensor mounting bolts (screws).
Tighten screws to 3 N´m (25 in. lbs.) torque.
(4) Install air cleaner.
INSTALLATION - 8.0L
The MAP sensor is mounted into the right upper
side of the intake manifold (Fig. 37). A rubber gasket
is used to seal the sensor to the intake manifold. The
rubber gasket is part of the sensor and is not ser-
viced separately.
(1) Check the condition of the sensor seal. Clean
the sensor and lubricate the rubber gasket with clean
engine oil.
(2) Clean the sensor opening in the intake mani-
fold.
(3) Install the sensor into the intake manifold.
(4) Install sensor mounting bolts. Tighten bolts to
2 N´m (20 in. lbs.) torque.
(5) Install the electrical connector to sensor.
O2 SENSOR
DESCRIPTION
The Oxygen Sensors (O2S) are attached to, and
protrude into the vehicle exhaust system. Depending
on the emission package, the vehicle may use a total
of either 2 or 4 sensors.
Medium and Heavy Duty 8.0L V-10 Engine:
Four sensors are used (2 upstream, 1 pre-catalyst
and 1 post-catalyst). With this emission package, the
1/1 upstream sensor (left side) is located in the left
exhaust downpipe before both the pre-catalyst sensor
(1/2), and the main catalytic convertor. The 2/1
upstream sensor (right side) is located in the right
exhaust downpipe before both the pre-catalyst sensor
(1/2), and the main catalytic convertor. The pre-cata-
lyst sensor (1/2) is located after the 1/1 and 2/1 sen-
sors, and just before the main catalytic convertor.
The post-catalyst sensor (1/3) is located just after the
main catalytic convertor.
Heavy Duty 5.9L Engine:Two sensors are used.
They arebothreferred to as upstream sensors (left
side is referred to as 1/1 and right side is referred to
as 2/1). With this emission package, a sensor is
located in each of the exhaust downpipes before the
main catalytic convertor.
OPERATION
An O2 sensor is a galvanic battery that provides
the PCM with a voltage signal (0-1 volt) inversely
proportional to the amount of oxygen in the exhaust.
In other words, if the oxygen content is low, the volt-
age output is high; if the oxygen content is high the
output voltage is low. The PCM uses this information
to adjust injector pulse-width to achieve the
14.7±to±1 air/fuel ratio necessary for proper engine
operation and to control emissions.
The O2 sensor must have a source of oxygen from
outside of the exhaust stream for comparison. Cur-
rent O2 sensors receive their fresh oxygen (outside
air) supply through the O2 sensor case housing.
Four wires (circuits) are used on each O2 sensor: a
12±volt feed circuit for the sensor heating element; a
ground circuit for the heater element; a low-noise
sensor return circuit to the PCM, and an input cir-
cuit from the sensor back to the PCM to detect sen-
sor operation.
Oxygen Sensor Heaters/Heater Relays:
Depending on the emissions package, the heating ele-
ments within the sensors will be supplied voltage
from either the ASD relay, or 2 separate oxygen sen-
sor relays. Refer to 8, Wiring Diagrams to determine
which relays are used.
The O2 sensor uses a Positive Thermal Co-efficient
(PTC) heater element. As temperature increases,
resistance increases. At ambient temperatures
Fig. 37 MAP Sensor LocationÐ8.0L V-10 EngineÐ
Typical
1 - MAP SENSOR
2 - MOUNTING BOLTS
3 - THROTTLE BODY
BR/BEFUEL INJECTION - GASOLINE 14 - 45
MANIFOLD ABSOLUTE PRESSURE SENSOR (Continued)

around 70ÉF, the resistance of the heating element is
approximately 4.5 ohms. As the sensor's temperature
increases, resistance in the heater element increases.
This allows the heater to maintain the optimum
operating temperature of approximately 930É-1100ÉF
(500É-600É C). Although the sensors operate the
same, there are physical differences, due to the envi-
ronment that they operate in, that keep them from
being interchangeable.
Maintaining correct sensor temperature at all
times allows the system to enter into closed loop
operation sooner. Also, it allows the system to remain
in closed loop operation during periods of extended
idle.
In Closed Loop operation, the PCM monitors cer-
tain O2 sensor input(s) along with other inputs, and
adjusts the injector pulse width accordingly. During
Open Loop operation, the PCM ignores the O2 sensor
input. The PCM adjusts injector pulse width based
on preprogrammed (fixed) values and inputs from
other sensors.
Upstream Sensors:Two upstream sensors are
used (1/1 and 2/1). The 1/1 sensor is the first sensor
to receive exhaust gases from the #1 cylinder. They
provide an input voltage to the PCM. The input tells
the PCM the oxygen content of the exhaust gas. The
PCM uses this information to fine tune fuel delivery
to maintain the correct oxygen content at the down-
stream oxygen sensors. The PCM will change the air/
fuel ratio until the upstream sensors input a voltage
that the PCM has determined will make the down-
stream sensors output (oxygen content) correct.
The upstream oxygen sensors also provide an input
to determine mini-catalyst efficiency. Main catalytic
convertor efficiency is not calculated with this pack-
age.
Downstream Sensors:Two downstream sensors
are used (1/2 and 2/2). The downstream sensors are
used to determine the correct air-fuel ratio. As the
oxygen content changes at the downstream sensor,
the PCM calculates how much air-fuel ratio change is
required. The PCM then looks at the upstream oxy-
gen sensor voltage, and changes fuel delivery until
the upstream sensor voltage changes enough to cor-
rect the downstream sensor voltage (oxygen content).
The downstream oxygen sensors also provide an
input to determine mini-catalyst efficiency. Main cat-
alytic convertor efficiency is not calculated with this
package.
Medium and Heavy Duty 8.0L V-10 Engine:
Four oxygen sensors are used (2 upstream, 1 pre-cat-
alyst and 1 post-catalyst). The upstream sensors (1/1
and 2/1) will fine-tune the air-fuel ratio through the
Powertrain Control Module (PCM). The pre-catalyst
(1/2) and post-catalyst (1/3) sensors will determine
catalytic convertor efficiency (efficiency of the maincatalytic convertor). This is also done through the
PCM.
Heavy Duty 5.9L Engine:Downstream sensors
are not used with this emissions package, meaning
catalytic convertor efficiency is not calculated with
this package. Two upstream sensors are used. The
left upstream sensor (1/1) will monitor cylinders 1, 3,
5 and 7. The right upstream sensor (2/1) will monitor
cylinders 2, 4, 6 and 8. The PCM monitors the oxy-
gen content of the sensors, and will fine-tune the air-
fuel ratio.
Engines equipped with either a downstream sen-
sor(s), or a post-catalytic sensor, will monitor cata-
lytic convertor efficiency. If efficiency is below
emission standards, the Malfunction Indicator Lamp
(MIL) will be illuminated and a Diagnostic Trouble
Code (DTC) will be set. Refer to Monitored Systems
in Emission Control Systems for additional informa-
tion.
REMOVAL
Never apply any type of grease to the oxygen
sensor electrical connector, or attempt any sol-
dering of the sensor wiring harness.
The O2S (oxygen sensors) are numbered 1/1, 1/2,
1/3, 2/1 and 2/2.
On HDC engines, the pre-catalyst/post catalyst
O2S sensors are located at the inlet and outlet ends
of the catalytic converter (Fig. 38).
The 1/1 and 2/1 sensors are located before the
mini-cats (Fig. 39). The 1/2 and 2/2 sensors are
located after the mini-cats (Fig. 39).
WARNING: THE EXHAUST MANIFOLD, EXHAUST
PIPES AND CATALYTIC CONVERTER BECOME
VERY HOT DURING ENGINE OPERATION. ALLOW
ENGINE TO COOL BEFORE REMOVING OXYGEN
SENSOR.
Fig. 38 Pre-catalyst/Post catalyst Oxygen SensorsÐ
HDC Engines
1 - POST CATALYST OXYGEN SENSOR (1/3)
2 - PRE-CATALYST OXYGEN SENSOR (1/2)
14 - 46 FUEL INJECTION - GASOLINEBR/BE
O2 SENSOR (Continued)

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)

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)

ADJUSTMENTS
ADJUSTMENT
Check linkage adjustment by starting engine in
PARK and NEUTRAL. Adjustment is acceptable if
the engine starts in only these two positions. Adjust-
ment is incorrect if the engine starts in one position
but not both positions
If the engine starts in any other position, or if the
engine will not start in any position, the park/neutral
switch is probably faulty.
LINKAGE ADJUSTMENT
Check condition of the shift linkage (Fig. 222). Do
not attempt adjustment if any component is loose,
worn, or bent. Replace any suspect components.
Replace the grommet securing the shift rod or
torque rod in place if either rod was removed from
the grommet. Remove the old grommet as necessary
and use suitable pliers to install the new grommet.
(1) Shift transmission into PARK.
(2) Raise and support vehicle.
(3) Loosen lock bolt in front shift rod adjusting
swivel (Fig. 222).
(4) Ensure that the shift rod slides freely in the
swivel. Lube rod and swivel as necessary.
(5) Move transmission shift lever fully rearward to
the Park detent.
(6) Center adjusting swivel on shift rod.
(7) Tighten swivel lock bolt to 10 N´m (90 in. lbs.).
(8) Lower vehicle and verify proper adjustment.
SOLENOID
DESCRIPTION
The typical electrical solenoid used in automotive
applications is a linear actuator. It is a device that
produces motion in a straight line. This straight line
motion can be either forward or backward in direc-
tion, and short or long distance.
A solenoid is an electromechanical device that uses
a magnetic force to perform work. It consists of a coil
of wire, wrapped around a magnetic core made from
steel or iron, and a spring loaded, movable plunger,
which performs the work, or straight line motion.
The solenoids used in transmission applications
are attached to valves which can be classified asnor-
mally openornormally closed. Thenormally
opensolenoid valve is defined as a valve which
allows hydraulic flow when no current or voltage is
applied to the solenoid. Thenormally closedsole-
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
Fig. 222 Linkage Adjustment Components
1 - FRONT SHIFT ROD
2 - TORQUE SHAFT ASSEMBLY
3 - TORQUE SHAFT ARM
4 - ADJUSTING SWIVEL
5 - LOCK BOLT
21 - 380 AUTOMATIC TRANSMISSION - 47REBR/BE
SHIFT MECHANISM (Continued)