2002 DODGE RAM torque

(10) Stake case in 14 places around clutch cam to
help secure cam in case. Use blunt punch or chisel to
stake case.
(11) Remove piston retainer from case. Cover
retainer with plastic sheeting, or paper to keep it
dust free.
(12) Clean case and cam thoroughly. Be sure any
chips/shavings generated during cam installation are
removed from case.
(13) Install new gasket at rear of transmission
case. Use petroleum jelly to hold gasket in place. Be
sure to align governor feed holes in gasket with feed
passages in case (Fig. 194). Also install gasket before
overdrive piston retainer. Center hole in gasket is
smaller than retainer and cannot be installed over
retainer.
(14) Position overdrive piston retainer on trans-
mission case and align bolt holes in retainer, gasket
and case (Fig. 195). Then install and tighten retainer
bolts to 17 N´m (13 ft. lbs.) torque.
(15) Install new seals on overdrive piston.
(16) Stand transmission case upright on bellhous-
ing.
(17) Position Guide Ring 8114-1 on outer edge of
overdrive piston retainer.
(18) Position Seal Guide 8114-3 on inner edge of
overdrive piston retainer.
(19) Install overdrive piston in overdrive piston
retainer by: aligning locating lugs on overdrive piston
to the two mating holes in retainer.
(a) Aligning locating lugs on overdrive piston to
the two mating holes in retainer.
(b) Lubricate overdrive piston seals with Mopart
Door Ease, or equivalent.
Fig. 192 Positioning Puller Plate On Clutch Cam
1 - SPECIAL TOOL SP-3701
2 - BE SURE PLATE SP-3583-A IS SEATED SQUARELY ON CAM
Fig. 193 Pressing Overrunning Clutch Cam Into
Case
1 - SPECIAL TOOL SP-3583-A
2 - TIGHTEN NUT TO DRAW CAM INTO CASE (NUT IS PART OF
BOLT SP-3701)
3 - SPECIAL TOOL SP-5124
4 - SPECIAL TOOL SP-3701
Fig. 194 Installing/Aligning Case Gasket
1 - CASE GASKET
2 - BE SURE GOVERNOR TUBE FEED HOLES IN CASE AND
GASKET ARE ALIGNED
21 - 194 AUTOMATIC TRANSMISSION - 46REBR/BE
OVERRUNNING CLUTCH CAM/OVERDRIVE PISTON RETAINER (Continued)

(c) Install piston over Seal Guide 8114-3 and
inside Guide Ring 8114-1.
(d) Push overdrive piston into position in
retainer.
(e) Verify that the locating lugs entered the lug
bores in the retainer.
PARK/NEUTRAL POSITION
SWITCH
DIAGNOSIS AND TESTING - PARK/NEUTRAL
POSITION SWITCH
The center terminal of the park/neutral position
switch is the starter-circuit terminal. It provides the
ground for the starter solenoid circuit through the
selector lever in PARK and NEUTRAL positions only.
The outer terminals on the switch are for the backup
lamp circuit.
SWITCH TEST
To test the switch, remove the wiring connector.
Test for continuity between the center terminal and
the transmission case. Continuity should exist only
when the transmission is in PARK or NEUTRAL.
Shift the transmission into REVERSE and test
continuity at the switch outer terminals. Continuity
should exist only when the transmission is in
REVERSE. Continuity should not exist between the
outer terminals and the case.Check gearshift linkage adjustment before replac-
ing a switch that tests faulty.
REMOVAL
(1) Raise vehicle and position drain pan under
switch.
(2) Disconnect switch wires.
(3) Remove switch from case.
INSTALLATION
(1) Move shift lever to PARK and NEUTRAL posi-
tions. Verify that switch operating lever fingers are
centered in switch opening in case (Fig. 196).
(2) Install new seal on switch and install switch in
case. Tighten switch to 34 N´m (25 ft. lbs.) torque.
(3) Test continuity of new switch with 12V test
lamp.
(4) Connect switch wires and lower vehicle.
(5) Top off transmission fluid level.
PISTONS
DESCRIPTION
There are several sizes and types of pistons used in
an automatic transmission. Some pistons are used to
apply clutches, while others are used to apply bands.
They all have in common the fact that they are
round or circular in shape, located within a smooth
walled cylinder, which is closed at one end and con-
verts fluid pressure into mechanical movement. The
fluid pressure exerted on the piston is contained
within the system through the use of piston rings or
seals.
Fig. 195 Aligning Overdrive Piston Retainer
1 - PISTON RETAINER
2 - GASKET
3 - RETAINER BOLTS
Fig. 196 Park/Neutral Position Switch
1 - NEUTRAL CONTACT
2 - MANUAL LEVER AND SWITCH PLUNGER IN REVERSE
POSITION
3 - PARK CONTACT
4 - SWITCH
BR/BEAUTOMATIC TRANSMISSION - 46RE 21 - 195
OVERRUNNING CLUTCH CAM/OVERDRIVE PISTON RETAINER (Continued)

REAR CLUTCH
DESCRIPTION
The rear clutch assembly (Fig. 222) is composed of
the rear clutch retainer, pressure plate, clutch plates,
driving discs, piston, Belleville spring, and snap-
rings. The Belleville spring acts as a lever to multi-
ply the force applied on to it by the apply piston. The
increased apply force on the rear clutch pack, in com-
parison to the front clutch pack, is needed to hold
against the greater torque load imposed onto the rear
pack. The rear clutch is directly behind the front
clutch 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 spring is
used to cushion the application of the clutch pack.
The snap-ring is selective and used to adjust clutch
pack clearance.
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 pis-
ton. The check-valve is needed to eliminate the pos-
sibility of plate drag caused by centrifugal force
acting on the residual fluid trapped in the clutch pis-
ton retainer.
Fig. 220 Installing Planetary Snap-Ring
1 - SNAP-RING PLIERS
2 - PLANETARY SNAP-RING
Fig. 221 Checking Planetary Geartrain End Play
1 - OUTPUT SHAFT
2 - REAR ANNULUS GEAR
3 - FEELER GAUGE
BR/BEAUTOMATIC TRANSMISSION - 46RE 21 - 203
PLANETARY GEARTRAIN/OUTPUT SHAFT (Continued)

SHIFT MECHANISM
DESCRIPTION
The gear shift mechanism provides six shift posi-
tions which are:
²PARK (P)
²REVERSE (R)
²NEUTRAL (N)
²DRIVE (D)
²Manual SECOND (2)
²Manual LOW (1)
OPERATION
Manual LOW (1) range provides first gear only.
Overrun braking is also provided in this range. Man-
ual SECOND (2) range provides first and second gear
only.
DRIVE range provides first, second third and over-
drive fourth gear ranges. The shift into overdrive
fourth gear range occurs only after the transmission
has completed the shift into D third gear range. No
further movement of the shift mechanism is required
to complete the 3-4 shift.
The fourth gear upshift occurs automatically when
the overdrive selector switch is in the ON position.
No upshift to fourth gear will occur if any of the fol-
lowing are true:
²The transmission fluid temperature is below 10É
C (50É F) or above 121É C (250É F).
²The shift to third is not yet complete.
²Vehicle speed is too low for the 3-4 shift to occur.
²Battery temperature is below -5É C (23É F).
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. 230). 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. 230).
(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-
Fig. 230 Linkage Adjustment Components
1 - FRONT SHIFT ROD
2 - TORQUE SHAFT ASSEMBLY
3 - TORQUE SHAFT ARM
4 - ADJUSTING SWIVEL
5 - LOCK BOLT
21 - 208 AUTOMATIC TRANSMISSION - 46REBR/BE

TORQUE CONVERTER
DESCRIPTION
The torque converter (Fig. 237) is a hydraulic
device that couples the engine crankshaft to the
transmission. The torque converter consists of an
outer shell with an internal turbine, a stator, an
overrunning clutch, an impeller and an electronically
applied converter clutch. The converter clutch pro-
vides reduced engine speed and greater fuel economy
when engaged. Clutch engagement also provides
reduced transmission fluid temperatures. The torque
converter hub drives the transmission oil (fluid)
pump.
The torque converter is a sealed, welded unit that
is not repairable and is serviced as an assembly.CAUTION: The torque converter must be replaced if
a transmission failure resulted in large amounts of
metal or fiber contamination in the fluid. If the fluid
is contaminated, flush the all transmission fluid
cooler(s) and lines.
IMPELLER
The impeller (Fig. 238) is an integral part of the
converter housing. The impeller consists of curved
blades placed radially along the inside of the housing
on the transmission side of the converter. As the con-
verter housing is rotated by the engine, so is the
impeller, because they are one and the same and are
the driving members of the system.
Fig. 236 Throttle Valve Cable at Throttle Linkage
1 - THROTTLE LINKAGE
2 - THROTTLE VALVE CABLE LOCKING CLIP
3 - THROTTLE VALVE CABLE
Fig. 237 Torque Converter Assembly
1 - TURBINE
2 - IMPELLER
3 - HUB
4-STATOR
5 - FRONT COVER
6 - CONVERTER CLUTCH DISC
7 - DRIVE PLATE
21 - 212 AUTOMATIC TRANSMISSION - 46REBR/BE
THROTTLE VALVE CABLE (Continued)

TURBINE
The turbine (Fig. 239) is the output, or driven,
member of the converter. The turbine is mounted
within the housing opposite the impeller, but is not
attached to the housing. The input shaft is inserted
through the center of the impeller and splined into
the turbine. The design of the turbine is similar to
the impeller, except the blades of the turbine are
curved in the opposite direction.
Fig. 238 Impeller
1 - ENGINE FLEXPLATE 4 - ENGINE ROTATION
2 - OIL FLOW FROM IMPELLER SECTION INTO TURBINE
SECTION5 - ENGINE ROTATION
3 - IMPELLER VANES AND COVER ARE INTEGRAL
BR/BEAUTOMATIC TRANSMISSION - 46RE 21 - 213
TORQUE CONVERTER (Continued)

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)