2002 DODGE RAM torque

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).
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.
ADJUSTMENTS
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. 73).
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 an 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 2-7/8
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.
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.
Fig. 71 Front Band
1 - FRONT BAND
2 - TRANSMISSION HOUSING
Fig. 72 Rear Band And Link
1 - BAND LINK
2 - REAR BAND
BR/BEAUTOMATIC TRANSMISSION - 46RE 21 - 151
BANDS (Continued)

(7) Position new gasket on oil pan and install pan
on transmission. Tighten pan bolts to 13.6 N´m (125
in. lbs.) 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 sensor²Powertrain 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).
Fig. 73 Front Band Adjustment Screw Location
1 - LOCK-NUT
2 - FRONT BAND ADJUSTER
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 - 152 AUTOMATIC TRANSMISSION - 46REBR/BE
BANDS (Continued)

FLUID AND FILTER
DIAGNOSIS AND TESTING
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 usu-
ally 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
²overheat that generates sludge (fluid break-
down)
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 and
other 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
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.
Fig. 88 Installing Overdrive Housing Seal
1 - SPECIAL TOOL C-3995-A OR C-3972-A
2 - SPECIAL TOOL C-4471
BR/BEAUTOMATIC TRANSMISSION - 46RE 21 - 157
EXTENSION HOUSING SEAL (Continued)

INSTALLATION
(1) Position a new transmission oil filter onto the
valve body.
(2) Install the screws to hold the filter to the valve
body. Tighten the screws to 4 N´m (35 in.lbs.).
(3) Clean the gasket surfaces of the transmission
oil pan and transmission pan rail.
NOTE: The transmission pan oil gasket is reusable.
Inspect the sealing surfaces of the gasket. If the
sealing ribs on both surfaces appear to be in good
condition, clean the gasket of any foreign material
and reinstall.
(4) Position the oil pan gasket onto the oil pan.
(5) Position the oil pan and gasket onto the trans-
mission and install several bolts to hold the pan and
gasket to the transmission.
(6) Install the remainder of the oil pan bolts.
Tighten the bolts to 13.6 N´m (125 in.lbs.).
(7) Lower vehicle and fill transmission. (Refer to
21 - TRANSMISSION/TRANSAXLE/AUTOMATIC/
FLUID - STANDARD PROCEDURE)
STANDARD PROCEDURE - TRANSMISSION
FILL
To avoid overfilling transmission after a fluid
change or overhaul, perform the following procedure:
(1) Remove dipstick and insert clean funnel in
transmission fill tube.
(2) Add following initial quantity of MopartAT F
+4, type 9602, to transmission:
(a) If only fluid and filter were changed, add3
pints (1-1/2 quarts)of ATF +4 to transmission.
(b) If transmission was completely overhauled,
torque converter was replaced or drained, and
cooler was flushed, add12 pints (6 quarts)of ATF
+4 to transmission.
(3) Apply parking brakes.
(4) Start and run engine at normal curb idle
speed.
(5) Apply service brakes, shift transmission
through all gear ranges then back to NEUTRAL, set
parking brake, and leave engine running at curb idle
speed.
(6) Remove funnel, insert dipstick and check fluid
level. If level is low,add fluid to bring level to
MIN mark on dipstick.Check to see if the oil level
is equal on both sides of the dipstick. If one side is
noticably higher than the other, the dipstick has
picked up some oil from the dipstick tube. Allow the
oil to drain down the dipstick tube and re-check.
(7) Drive vehicle until transmission fluid is at nor-
mal operating temperature.(8) With the engine running at curb idle speed, the
gear selector in NEUTRAL, and the parking brake
applied, check the transmission fluid level.
CAUTION: Do not overfill transmission, fluid foam-
ing and shifting problems can result.
(9) Add fluid to bring level up to MAX arrow
mark.
When fluid level is correct, shut engine off, release
park brake, remove funnel, and install dipstick in fill
tube.
FRONT CLUTCH
DESCRIPTION
The front clutch assembly (Fig. 93) is composed of
the front clutch retainer, pressure plate, clutch
plates, driving discs, piston, piston return spring,
return spring retainer, and snap-rings. The front
clutch is the forward-most component in the trans-
mission geartrain and is directly behind the oil pump
and is considered a driving component.
NOTE: The number of discs and plates may vary
with each engine and vehicle combination.
OPERATION
To apply the clutch, pressure is applied between
the clutch retainer and piston. The fluid pressure is
provided by the oil pump, transferred through the
control valves and passageways, and enters the
clutch through the hub of the reaction shaft support.
With pressure applied between the clutch retainer
and piston, the piston moves away from the clutch
retainer and compresses the clutch pack. This action
applies the clutch pack, allowing torque to flow
through the input shaft into the driving discs, and
into the clutch plates and pressure plate that are
lugged to the clutch retainer. The waved snap-ring is
used to cushion the application of the clutch pack.
When pressure is released from the piston, the
spring returns the piston to its fully released position
and disengages the clutch. The release spring also
helps to cushion the application of the clutch assem-
bly. When the clutch is in the process of being
released by the release spring, fluid flows through a
vent and one-way ball-check-valve located in the
clutch retainer. The check-valve is needed to elimi-
nate the possibility of plate drag caused by centrifu-
gal force acting on the residual fluid trapped in the
clutch piston retainer.
21 - 160 AUTOMATIC TRANSMISSION - 46REBR/BE
FLUID AND FILTER (Continued)

OIL PUMP
DESCRIPTION
The oil pump (Fig. 105) is located in the pump
housing inside the bell housing of the transmission
case. The oil pump consists of an inner and outer
gear, a housing, and a reaction shaft support.
OPERATION
As the torque converter rotates, the converter hub
rotates the inner and outer gears. As the gears
rotate, the clearance between the gear teeth
increases in the crescent area, and creates a suction
at the inlet side of the pump. This suction draws
fluid through the pump inlet from the oil pan. As the
clearance between the gear teeth in the crescent area
decreases, it forces pressurized fluid into the pump
outlet and to the valve body.
STANDARD PROCEDURE - OIL PUMP VOLUME
CHECK
Measuring the oil pump output volume will deter-
mine if sufficient oil flow to the transmission oil
cooler exists, and whether or not an internal trans-
mission failure is present.
Verify that the transmission fluid is at the proper
level. Refer to the Fluid Level Check procedure in
this section. If necessary, fill the transmission to the
proper level with MopartATF +4, type 9602, Auto-
matic Transmission Fluid.
(1) Disconnect theTo coolerline at the cooler
inlet and place a collecting container under the dis-
connected line.
CAUTION: With the fluid set at the proper level,
fluid collection should not exceed (1) quart or inter-
nal damage to the transmission may occur.
Fig. 105 Oil Pump Assembly
1 - OIL SEAL 7 - BOLTS (6)
2 - VENT BAFFLE 8 - #1 THRUST WASHER (SELECTIVE)
3 - OIL PUMP BODY 9 - INNER GEAR
4 - GASKET 10 - OUTER GEAR
5 - REACTION SHAFT SUPPORT 11 - ªOº RING
6 - SEAL RINGS
21 - 166 AUTOMATIC TRANSMISSION - 46REBR/BE

OIL PUMP BODY
(1) Lubricate pump gears with transmission fluid
and install them in pump body.(2) Install thrust washer on reaction shaft support
hub. Lubricate washer with petroleum jelly or trans-
mission fluid before installation.
(3) If reaction shaft seal rings are being replaced,
install new seal rings on support hub. Lubricate seal
rings with transmission fluid or petroleum jelly after
installation. Squeeze each ring until ring ends are
securely hooked together.
CAUTION: The reaction shaft support seal rings will
break if overspread, or twisted. If new rings are
being installed, spread them only enough for instal-
lation. Also be very sure the ring ends are securely
hooked together after installation. Otherwise, the
rings will either prevent pump installation, or break
during installation.
(4) Align and install reaction shaft support on
pump body.
(5) Install bolts attaching reaction shaft support to
pump. Tighten bolts to 20 N´m (175 in. lbs.) torque.
(6) Install new pump seal with Installer Tool
C-3860-A (Fig. 115). Use hammer or mallet to tap
seal into place.
Fig. 112 Oil Pump Bushing
1 - SPECIAL TOOL C-4171
2 - SPECIAL TOOL SP-3550
3 - BUSHING
4 - SPECIAL TOOL SP-5118
5 - SPECIAL TOOL C-4171
6 - PUMP HOUSING
Fig. 113 Staking-Deburring Oil Pump Bushing
1 - TWO STAKES
2 - NARROW BLADE
3 - BLUNT PUNCH
Fig. 114 Reaction Shaft Bushing
1 - SPECIAL TOOL SP-1191
2 - SPECIAL TOOL C-4171
3 - SPECIAL TOOL SP-3633
4 - SPECIAL TOOL SP-5301
5 - SPECIAL TOOL SP-5302
6 - BUSHING
7 - REACTION SHAFT
8 - BUSHING
21 - 170 AUTOMATIC TRANSMISSION - 46REBR/BE
OIL PUMP (Continued)

INSTALLATION
(1) Place replacement bearing in position in hous-
ing.
(2) Using a suitable driver, drive bearing into
housing until the snap-ring groove is visible.
(3) Install snap-ring to hold bearing into housing
(Fig. 117).
(4) Install overdrive geartrain into housing.
(5) Install overdrive unit in vehicle.
OVERDRIVE CLUTCH
DESCRIPTION
The overdrive clutch (Fig. 118) is composed of the
pressure plate, clutch plates, holding discs, overdrive
piston retainer, piston, piston spacer, and snap-rings.
The overdrive clutch is the forwardmost component
in the transmission overdrive unit and is considered
a holding component. The overdrive piston retainer,
piston, and piston spacer are located on the rear of
the main transmission case.
NOTE: The number of discs and plates may vary
with each engine and vehicle combination.
OPERATION
To apply the clutch, pressure is applied between
the piston retainer and piston. The fluid pressure is
provided by the oil pump, transferred through the
control valves and passageways, and enters the
clutch through passages at the lower rear portion of
the valve body area. With pressure applied between
the piston retainer and piston, the piston moves
away from the piston retainer and compresses the
clutch pack. This action applies the clutch pack,
allowing torque to flow through the intermediate
shaft into the overdrive planetary gear set. The over-
drive clutch discs are attached to the overdrive clutch
hub while the overdrive clutch plates, reaction plate,
and pressure plate are lugged to the overdrive hous-
ing. This allows the intermediate shaft to transfer
the engine torque to the planetary gear and overrun-
ning clutch. This drives the planetary gear inside the
annulus, which is attached to the overdrive clutch
drum and output shaft, creating the desired gear
ratio. The waved snap-ring is used to cushion the
application of the clutch pack.
Fig. 118 Overdrive Clutch
1 - REACTION PLATE 2 - PRESSURE PLATE
21 - 172 AUTOMATIC TRANSMISSION - 46REBR/BE
OUTPUT SHAFT REAR BEARING (Continued)

GEAR CASE
(1) Position park pawl and spring in case and
install park pawl shaft. Verify that end of spring
with 90É bend is hooked to pawl and straight end of
spring is seated against case.
(2) Install pawl shaft retaining bolt. Tighten bolt
to 27 N´m (20 ft. lbs.) torque.
(3) Install park lock reaction plug. Note that plug
has locating pin at rear (Fig. 166). Be sure pin is
seated in hole in case before installing snap ring.
(4) Install reaction plug snap-ring (Fig. 167). Com-
press snap ring only enough for installation; do not
distort it.(5) Install new seal in gear case. Use Handle
C-4171 and Installer C-3995-A to seat seal in case.
(6) Verify that tab ends of rear bearing locating
ring extend into access hole in gear case (Fig. 168).
(7) Support geartrain on Tool 6227-1 (Fig. 169). Be
sure tool is securely seated in clutch hub.
(8) Install overdrive gear case on geartrain (Fig.
169).
Fig. 166 Reaction Plug Locating Pin And Snap-Ring
1 - REACTION PLUG SNAP-RING (DO NOT OVERCOMPRESS
TO INSTALL)
2 - LOCATING PIN
3 - PARK LOCK REACTION PLUG
Fig. 167 Reaction Plug And Snap-Ring Installation
1 - REACTION PLUG SNAP-RING
2 - SNAP-RING PLIERS
Fig. 168 Correct Rear Bearing Locating Ring
Position
1 - CASE ACCESS HOLE
2 - TAB ENDS OF LOCATING RING
Fig. 169 Overdrive Gear Case Installation
1 - GEARTRAIN ASSEMBLY
2 - GEAR CASE
21 - 186 AUTOMATIC TRANSMISSION - 46REBR/BE
OVERDRIVE UNIT (Continued)