2002 DODGE RAM change time

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)

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) Note RPM drop for each cylinder. As an alter-
native, loosen high-pressure fuel line fitting at fuel
injector connector tube (Fig. 15). Listen for a change
in engine speed. After testing, tighten line fitting to
40 N´m (30 ft. lbs.) torque. If engine speed drops,
injector was operating normally. If engine speed
remains same, injector may be malfunctioning. Test
all injectors in same manner one at a time.(3) Once injector has been found to be malfunc-
tioning, remove it from engine and test it. Refer to
Fuel Injector Removal/Installation.
WARNING: FUEL INJECTOR TESTERS CAN
DEVELOP EXTREMELY HIGH PRESSURES. FUEL
UNDER THIS AMOUNT OF PRESSURE CAN PENE-
TRATE SKIN AND CAUSE PERSONAL INJURY.
WEAR SAFETY GOGGLES AND ADEQUATE PRO-
TECTIVE CLOTHING. AVOID CONTACT WITH FUEL
SPRAY WHEN OPERATING INJECTOR TESTOR.
(4)
After injector has been removed, obtain bench-
mount fuel injector tester OTCt(SPXt) part number
4210 (Fig. 16) (or equivalent). Install Special Tool num-
ber 8301 (Fuel Injector Adapter) to 4210 tester. Install
fuel injector into 8301 adapter. Be sure tip of adapter
tool 8301 is aligned to inlet hole at side of injector (Fig.
17) before tightening tool. Tighten tool 8301 to injector.
Position container below injector before testing.
(5) Refer to operating instructions supplied with
pressure tester for procedures.
(a) Check opening pressure or ªpopº pressure.
Pressure should be approximately 31,026 kPa (310
bars) or (4500 psi   250 psi). If fuel injector needle
valve is opening (popping) too early or too late,
replace injector.
(b) Perform a leak-down test on injector. Apply
pressure with injector tester. The injector should
not leak (drip) fuel with pressure at approximately
20 bars (291 psi) lower than pop pressure.
(c) Operate tester lever quickly several times to
check injector spray pattern. Verify fuel is spraying
from each injector nozzle hole. Injector should also
spray evenly from each nozzle hole.
(d) Pay attention to size and shape of spray
plumes. They should all be equal. If possible, com-
pare spray pattern to that of a new fuel injector
with same part number. Checking each plume for
consistency is an excellent indicator of injector per-
formance. Even if only one nozzle hole is plugged,
significant performance problems could result.
(e) Look for burrs on injector inlet.
(f) Check nozzle holes for hole erosion or plug-
ging.
(g) Inspect end of nozzle for burrs or rough
machine marks.
(h) Look for cracks at nozzle end.
(i) Check nozzle color for signs of overheating.
Overheating will cause nozzle to turn a dark yel-
low/tan or blue (depending on overheating temper-
ature).
(j)
Look at end of injector tube where it meets
injector. A small, shiny band should be seen at this
point. The band should have a consistent thickness.
If not, injector could be leaking into fuel return.
(k)If any of these conditions occur, replace injector.
Fig. 16 Fuel
1 - FUEL INJECTOR
2 - ADAPTOR TOOL 8301
3 - POP PRESSURE TESTER
Fig. 17 Installing Injector to Adaptor Tool 8301
1 - ADAPTOR TOOL 8301
2 - TIP
3 - FUEL INJECTOR
4 - INLET AT SIDE OF INJECTOR
14 - 100 FUEL INJECTION - DIESELBR/BE
FUEL INJECTOR (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)

tial setting for the WOT upshift is below the opti-
mum engine speed. As WOT shifts are repeated, the
PCM learns the time required to complete the shifts
by comparing the engine speed when the shifts occur
to the optimum speed. After each shift, the PCM
adjusts the shift point until the optimum speed is
reached. The PCM also considers vehicle loading,
grade and engine performance changes due to high
altitude in determining when to make WOT shifts. It
does this by measuring vehicle and engine accelera-
tion and then factoring in the shift time.
TRANSFER CASE LOW RANGE OPERATION
On four-wheel drive vehicles operating in low
range, the engine can accelerate to its peak more
rapidly than in Normal range, resulting in delayed
shifts and undesirable engine9flare.9The low range
governor pressure curve is also higher than normal
to initiate upshifts sooner. The PCM compares elec-
tronic vehicle speed signal used by the speedometer
to the transmission output shaft speed signal to
determine when the transfer case is in low range.
REMOVAL
(1) Hoist and support vehicle on safety stands.
(2) Remove transmission fluid pan and filter.
(3) Disengage wire connectors from pressure sen-
sor and solenoid (Fig. 77).
(4) Remove screws holding pressure solenoid
retainer to governor body.
(5) Separate solenoid retainer from governor (Fig.
78).
(6) Pull solenoid from governor body (Fig. 79).
(7) Pull pressure sensor from governor body.(8) Remove bolts holding governor body to valve
body.
(9) Separate governor body from valve body (Fig.
80).
(10) Remove governor body gasket.
INSTALLATION
Before installing the pressure sensor and solenoid
in the governor body, replace o-ring seals, clean the
gasket surfaces and replace gasket.
(1) Place gasket in position on back of governor
body (Fig. 81).
(2) Place governor body in position on valve body.
(3) Install bolts to hold governor body to valve
body.
Fig. 77 Governor Solenoid And Pressure Sensor
1 - PRESSURE SENSOR
2 - PRESSURE SOLENOID
3 - GOVERNOR
Fig. 78 Pressure Solenoid Retainer
1 - PRESSURE SOLENOID RETAINER
2 - GOVERNOR
Fig. 79 Pressure Solenoid and O-ring
1 - PRESSURE SOLENOID
2 - O-RING
3 - GOVERNOR
21 - 154 AUTOMATIC TRANSMISSION - 46REBR/BE
ELECTRONIC GOVERNOR (Continued)

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-
tial setting for the WOT upshift is below the opti-
mum engine speed. As WOT shifts are repeated, the
PCM learns the time required to complete the shifts
by comparing the engine speed when the shifts occur
to the optimum speed. After each shift, the PCM
adjusts the shift point until the optimum speed is
reached. The PCM also considers vehicle loading,
grade and engine performance changes due to high
altitude in determining when to make WOT shifts. It
does this by measuring vehicle and engine accelera-
tion and then factoring in the shift time.
TRANSFER CASE LOW RANGE OPERATION
On four-wheel drive vehicles operating in low
range, the engine can accelerate to its peak more
rapidly than in Normal range, resulting in delayed
shifts and undesirable engine9flare.9The low range
governor pressure curve is also higher than normal
to initiate upshifts sooner. The PCM compares elec-
tronic vehicle speed signal used by the speedometer
to the transmission output shaft speed signal to
determine when the transfer case is in low range.
REMOVAL
(1) Hoist and support vehicle on safety stands.
(2) Remove transmission fluid pan and filter.
(3) Disengage wire connectors from pressure sen-
sor and solenoid (Fig. 71).
(4) Remove screws holding pressure solenoid
retainer to governor body.
(5) Separate solenoid retainer from governor (Fig.
72).
(6) Pull solenoid from governor body (Fig. 73).
(7) Pull pressure sensor from governor body.
(8) Remove bolts holding governor body to valve
body.
(9) Separate governor body from valve body (Fig.
74).
(10) Remove governor body gasket.
INSTALLATION
Before installing the pressure sensor and solenoid
in the governor body, replace o-ring seals, clean the
gasket surfaces and replace gasket.
(1) Place gasket in position on back of governor
body (Fig. 75).
(2) Place governor body in position on valve body.
(3) Install bolts to hold governor body to valve
body.
(4) Lubricate o-ring on pressure sensor with trans-
mission fluid.
(5) Align pressure sensor to bore in governor body.
(6) Push pressure sensor into governor body.
(7) Lubricate o-ring, on pressure solenoid, with
transmission fluid.
Fig. 71 Governor Solenoid And Pressure Sensor
1 - PRESSURE SENSOR
2 - PRESSURE SOLENOID
3 - GOVERNOR
Fig. 72 Pressure Solenoid Retainer
1 - PRESSURE SOLENOID RETAINER
2 - GOVERNOR
21 - 324 AUTOMATIC TRANSMISSION - 47REBR/BE
ELECTRONIC GOVERNOR (Continued)

(11) Install pressure plate (Fig. 223). Ridged side
of plate faces downward (toward piston) and flat side
toward clutch pack.
(12) Install first clutch disc in retainer on top of
pressure plate. Then install a clutch plate followed
by a clutch disc until entire clutch pack is installed
(4 discs and 3 plates are required) (Fig. 223).
(13) Install the reaction plate.
(14) Install selective snap-ring. Be sure snap-ring
is fully seated in retainer groove.
(15) Using a suitable gauge bar and dial indicator,
measure clutch pack clearance (Fig. 217).
(a) Position gauge bar across the clutch drum
with the dial indicator pointer on the pressure
plate (Fig. 217).
(b) Using two small screw drivers, lift the pres-
sure plate and release it.
(c) Zero the dial indicator.
(d) Lift the pressure plate until it contacts the
snap-ring and record the dial indicator reading.
Clearance should be 0.635 - 0.914 mm (0.025 -
0.036 in.). If clearance is incorrect, steel plates, discs,
selective snap ring and pressure plates may have to
be changed.
The selective snap ring thicknesses are:
²0.107 - 0.109 in.
²0.098 - 0.100 in.
²0.095 - 0.097 in.
²0.083 - 0.085 in.
²0.076 - 0.078 in.
²0.071 - 0.073 in.
²0.060 - 0.062 in.
(16) Coat rear clutch thrust washer with petro-
leum jelly and install washer over input shaft and
into clutch retainer (Fig. 218). Use enough petroleum
jelly to hold washer in place.
(17) Set rear clutch aside for installation during
final assembly.
REAR SERVO
DESCRIPTION
The rear (low/reverse) servo consists of a single
stage or diameter piston and a spring loaded plug.
The spring is used to cushion the application of the
rear (low/reverse) band.
OPERATION
While in the de-energized state (no pressure
applied), the piston is held up in its bore by the pis-
ton spring. The plug is held down in its bore, in the
piston, by the plug spring. When pressure is applied
to the top of the piston, the plug is forced down in its
bore, taking up any clearance. As the piston moves, it
causes the plug spring to compress, and the pistonmoves down over the plug. The piston continues to
move down until it hits the shoulder of the plug and
fully applies the band. The period of time from the
initial application, until the piston is against the
shoulder of the plug, represents a reduced shocking
of the band that cushions the shift.
DISASSEMBLY
(1) Remove small snap-ring and remove plug and
spring from servo piston (Fig. 219).
(2) Remove and discard servo piston seal ring.
Fig. 217 Checking Rear Clutch Pack Clearance
1 - DIAL INDICATOR
2 - PRESSURE PLATE
3 - SNAP-RING
4-STAND
5 - REAR CLUTCH
6 - GAUGE BAR
Fig. 218 Installing Rear Clutch Thrust Washer
1 - REAR CLUTCH RETAINER
2 - REAR CLUTCH THRUST WASHER
21 - 378 AUTOMATIC TRANSMISSION - 47REBR/BE
REAR CLUTCH (Continued)