2003 DODGE RAM engine oil pan

DIAGNOSIS CHARTS
CONDITION POSSIBLE CAUSES CORRECTION
HARSH ENGAGEMENT
(FROM NEUTRAL TO
DRIVE OR REVERSE)1. Fluid Level Low. 1. Add Fluid
2. Throttle Linkage Mis-adjusted. 2. Adjust linkage - setting may be too long.
3. Mount and Driveline Bolts Loose. 3. Check engine mount, transmission
mount, propeller shaft, rear spring to body
bolts, rear control arms, crossmember and
axle bolt torque. Tighten loose bolts and
replace missing bolts.
4. U-Joint Worn/Broken. 4. Remove propeller shaft and replace
U-Joint.
5. Axle Backlash Incorrect. 5. Check per Service Manual. Correct as
needed.
6. Hydraulic Pressure Incorrect. 6. Check pressure. Remove, overhaul or
adjust valve body as needed.
7. Band Mis-adjusted. 7. Adjust rear band.
8. Valve Body Check Balls Missing. 8. Inspect valve body for proper check ball
installation.
9. Axle Pinion Flange Loose. 9. Replace nut and check pinion threads
before installing new nut. Replace pinion
gear if threads are damaged.
10. Clutch, band or planetary
component damaged.10. Remove, disassemble and repair
transmission as necessary.
11. Converter Clutch Faulty. 11. Replace converter.
DELAYED ENGAGEMENT
(FROM NEUTRAL TO
DRIVE OR REVERSE)1. Fluid Level Low. 1. Correct level and check for leaks.
2. Filter Clogged. 2. Change filter.
3. Gearshift Linkage Mis-adjusted. 3. Adjust linkage and repair linkage if worn
or damaged.
4. Torque Converter Drain Back (Oil
drains from torque converter into
transmission sump).4. If vehicle moves normally after 5
seconds after shifting into gear, no repair is
necessary. If longer, inspect pump bushing
for wear. Replace pump house.
5. Rear Band Mis-adjusted. 5. Adjust band.
6. Valve Body Filter Plugged. 6. Replace fluid and filter. If oil pan and old
fluid were full of clutch disc material and/or
metal particles, overhaul will be necessary.
7. Oil Pump Gears Worn/Damaged. 7. Remove transmission and replace oil
pump.
8. Governor Circuit and Solenoid
Valve Electrical Fault.8. Test with DRBTscan tool and repair as
required.
9. Hydraulic Pressure Incorrect. 9. Perform pressure test, remove
transmission and repair as needed.
10. Reaction Shaft Seal Rings
Worn/Broken.10. Remove transmission, remove oil pump
and replace seal rings.
11. Rear Clutch/Input Shaft, Rear
Clutch Seal Rings Damaged.11. Remove and disassemble transmission
and repair as necessary.
12. Regulator Valve Stuck. 12. Clean.
13. Cooler Plugged. 13. Replace cooler.
21 - 326 AUTOMATIC TRANSMISSION - 48REDR
AUTOMATIC TRANSMISSION - 48RE (Continued)

STANDARD PROCEDURE - ALUMINUM
THREAD REPAIR
Damaged or worn threads in the aluminum trans-
mission case and valve body can be repaired by the
use of Heli-CoilsŸ, or equivalent. This repair con-
sists of drilling out the worn-out damaged threads.
Then tap the hole with a special Heli-CoilŸ tap, or
equivalent, and installing a Heli-CoilŸ insert, or
equivalent, into the hole. This brings the hole back to
its original thread size.
Heli-CoilŸ, or equivalent, tools and inserts are
readily available from most automotive parts suppli-
ers.
REMOVAL
NOTE: The overdrive unit can be removed and ser-
viced separately. It is not necessary to remove the
entire transmission assembly to perform overdrive
unit repairs.
(1) Disconnect battery negative cable.
(2) Raise vehicle.
(3) Remove the transfer case skid plate (Fig. 12), if
equipped.(4) Disconnect and lower or remove necessary
exhaust components.
(5) Remove engine-to-transmission struts (Fig. 13)
and (Fig. 14).
(6) Remove starter motor. (Refer to 8 - ELECTRI-
CAL/STARTING/STARTER MOTOR - REMOVAL)
(7) Disconnect and remove the crankshaft position
sensor. (Refer to 14 - FUEL SYSTEM/FUEL INJEC-
TION/CRANKSHAFT POSITION SENSOR -
REMOVAL) Retain the sensor attaching bolts.
(8) If transmission is being removed for overhaul,
remove transmission oil pan, drain fluid and reinstall
pan.
(9) Remove torque converter access cover.
Fig. 12 Transfer Case Skid Plate
1 - FRAME RAIL
2 - SKID PLATE
3 - BOLTS (6)
Fig. 13 Right Side Engine-to-Transmission Strut
1 - TRANSMISSION
2 - ENGINE
3 - STRUT
Fig. 14 Left Side Engine-to-Transmission Strut
1 - TRANSMISSION
2 - ENGINE
3 - STRUT
DRAUTOMATIC TRANSMISSION - 48RE 21 - 337
AUTOMATIC TRANSMISSION - 48RE (Continued)

(21) Disconnect fluid cooler lines at transmission
(Fig. 18).
(22) Remove fill tube bracket bolts and pull tube
out of transmission. Retain fill tube seal. On 4X4
models, it will also be necessary to remove bolt
attaching transfer case vent tube to converter hous-
ing (Fig. 19).
(23) Remove all converter housing bolts.
(24) Carefully work transmission and torque con-
verter assembly rearward off engine block dowels.
(25) Lower transmission and remove assembly
from under the vehicle.(26) To remove torque converter, remove C-clamp
from edge of bell housing and carefully slide torque
converter out of the transmission.
DISASSEMBLY
(1) Clean exterior of transmission with suitable
solvent or pressure washer.
(2) Place transmission in vertical position.
(3) Measure the input shaft end play as follows
(Fig. 20).
(a) Attach Adapter 8266-5 to Handle 8266-8.
(b) Attach dial indicator C-3339 to Handle
8266-8.
(c) Install the assembled tool onto the input
shaft of the transmission and tighten the retaining
screw on Adapter 8266-5 to secure it to the input
shaft.
(d) Position the dial indicator plunger against a
flat spot on the oil pump and zero the dial indica-
tor.
(e) Move input shaft in and out and record read-
ing. Record the maximum travel for assembly ref-
erence
(4) Remove throttle and shift levers from valve
body manual shaft and throttle lever shaft.
(5) Remove transmission oil pan and gasket.
Fig. 18 Transmission Cooler Lines
1 - TRANSMISSION
2 - RADIATOR
3 - COOLER LINES
Fig. 19 Fill Tube Attachment
1 - TRANSFER CASE VENT TUBE
2 - FILL TUBE (V8)
3 - TUBE SEAL
4 - FILL TUBE (V6)
Fig. 20 Checking Input Shaft End Play
1 - TOOL 8266-8
2 - TOOL 8266-5
3 - TOOL C-3339
DRAUTOMATIC TRANSMISSION - 48RE 21 - 339
AUTOMATIC TRANSMISSION - 48RE (Continued)

(10) Install torque converter. Use C-clamp or metal
strap to hold converter in place for installation.
BAND ADJUSTMENT AND FINAL
(1) Adjust front and rear bands as follows:
(a) Loosen locknut on each band adjusting screw
4-5 turns.
(b) Tighten both adjusting screws to 8 N´m (72
in. lbs.).
(c) Back off front band adjusting screw 1-3/4
turns.
(d) Back off rear band adjusting screw 3 turns.
(e) Hold each adjusting screw in position and
tighten locknut to 34 N´m (25 ft. lbs.) torque.
(2) Install magnet in oil pan. Magnet seats on
small protrusion at corner of pan.
(3) Position new oil pan gasket on case and install
oil pan. Tighten pan bolts to 13.6 N´m (125 in. lbs.).
(4) Install throttle valve and shift selector levers
on valve body manual lever shaft.
(5) Apply small quantity of dielectric grease to ter-
minal pins of solenoid case connector and neutral
switch.
(6) Fill transmission with recommended fluid.
INSTALLATION
(1) Check torque converter hub inner and outer
diameters and hub drive notches for sharp edges
burrs, scratches, or nicks. Polish the hub and notches
with 320/400 grit paper and crocus cloth if necessary.
The hub must be smooth to avoid damaging pump
seal at installation.
(2) Lubricate pocket in the rear oil pump seal lip
with transmission fluid.
(3) Lubricate converter pilot hub of the crankshaft
with a light coating of MopartHigh Temp Grease.
(4) Align and install converter in oil pump.
(5) Carefully insert converter in oil pump. Then
rotate converter back and forth until fully seated in
pump gears.
(6) Check converter seating with steel scale and
straightedge (Fig. 65). Surface of converter lugs
should be 19mm (0.75 in.) to rear of straightedge
when converter is fully seated.
(7) Temporarily secure converter with C-clamp.
(8) Position transmission on jack and secure it
with chains.
(9) Check condition of converter driveplate.
Replace the plate if cracked, distorted or damaged.
Also be sure transmission dowel pins are seated
in engine block and protrude far enough to
hold transmission in alignment.
(10) Raise transmission and align converter with
drive plate and converter housing with engine block.
(11) Move transmission forward. Then raise, lower
or tilt transmission to align converter housing with
engine block dowels.
Fig. 62 Install the Transmission Range Sensor
1 - SOLENOID CASE CONNECTOR
2 - TRS MOUNTING BRACKET
3 - TRANSMISSION RANGE SENSOR
Fig. 63 Accumulator Piston And Springs
1 - ACCUMULATOR PISTON
2 - OUTER SPRING
3 - INNER SPRING
Fig. 64 Manual Lever Shaft Seal
1 - 15/1688SOCKET
2 - SEAL
DRAUTOMATIC TRANSMISSION - 48RE 21 - 353
AUTOMATIC TRANSMISSION - 48RE (Continued)

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-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. 80).
Fig. 80 Governor Solenoid And Pressure Sensor
1 - PRESSURE SENSOR
2 - PRESSURE SOLENOID
3 - GOVERNOR
21 - 378 AUTOMATIC TRANSMISSION - 48REDR
ELECTRONIC GOVERNOR (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 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 failuredue 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 torque converter should be replaced whenever
a failure generates sludge and debris. This is neces-
sary 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.
In either case, air bubbles can cause overheating
and/or fluid oxidation, and varnishing. This can
interfere with normal valve, clutch, and accumulator
operation. Foaming can also result in fluid escaping
from the transmission vent where it may be mis-
taken for a leak.
After the fluid has been checked, seat the dipstick
fully to seal out water and dirt.
The transmission has a dipstick to check oil level.
It is located on the right side of the engine. Be sure
to wipe all dirt from dipstick handle before removing.
Fluid level is checked with the engine running at
curb idle speed, the transmission in NEUTRAL and
the transmission fluid at normal operating tempera-
ture.The engine should be running at idle
speed for at least one minute, with the vehicle
on level ground.
The transmission fluid level can be checked two
ways.
PROCEDURE ONE
(1) Transmission fluid must be at normal operat-
ing temperature for accurate fluid level check. Drive
DRAUTOMATIC TRANSMISSION - 48RE 21 - 381

STANDARD PROCEDURE - FLUID AND FILTER
REPLACEMENT
For proper service intervals (Refer to LUBRICA-
TION & MAINTENANCE/MAINTENANCE SCHED-
ULES - DESCRIPTION). The service fluid fill after a
filter change is approximately 3.8 liters (4.0 quarts).
REMOVAL
(1) Hoist and support vehicle on safety stands.
(2) Place a large diameter shallow drain pan
beneath the transmission pan.
(3) Remove bolts holding front and sides of pan to
transmission (Fig. 91).
(4)
Loosen bolts holding rear of pan to transmission.
(5) Slowly separate front of pan and gasket away
from transmission allowing the fluid to drain into
drain pan.
(6) Hold up pan and remove remaining bolt hold-
ing pan to transmission.
(7) While holding pan level, lower pan and gasket
away from transmission.
(8) Pour remaining fluid in pan into drain pan.
(9) Remove screws holding filter to valve body
(Fig. 92).
(10) Separate filter from valve body and pour fluid
in filter into drain pan.
(11) Dispose of used trans fluid and filter properly.
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/AUTOMATIC/FLUID - STAN-
DARD 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, Automatic Transmission Fluid, 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,
or torque converter was replaced or drained, add
12 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
Fig. 91 Transmission Pan
1 - TRANSMISSION
2 - GASKET
3-PAN
Fig. 92 Transmission Filter
1 - TRANSMISSION
2 - FILTER
DRAUTOMATIC TRANSMISSION - 48RE 21 - 383
FLUID AND FILTER (Continued)

STATOR
Torque multiplication is achieved by locking the
stator's over-running clutch to its shaft (Fig. 240).
Under stall conditions the turbine is stationary and
the oil leaving the turbine blades strikes the face of
the stator blades and tries to rotate them in a coun-
terclockwise direction. When this happens the over-
running 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
circulation of oil from impeller to turbine, turbine to
stator, and stator to impeller, can produce a maxi-
mum torque multiplication of about 1.75:1. 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.
TORQUE CONVERTER CLUTCH (TCC)
The torque converter clutch is hydraulically
applied or released when fluid is feed or vented from
the hydraulic circuit by the torque converter control
(TCC) solenoid on the valve body. The torque con-
verter clutch is controlled by the Powertrain Control
Module (PCM). The torque converter clutch engages
in fourth gear, and in third gear under various con-
ditions, such as when the O/D switch is OFF, or
when the vehicle is cruising on a level surface after
the vehicle has warmed up. The torque converterclutch may disengage momentarily when an increase
in engine load is sensed by the PCM, such as when
the vehicle begins to go uphill or the throttle pres-
sure is increased.
REMOVAL
(1) Remove transmission and torque converter
from vehicle.
(2) Place a suitable drain pan under the converter
housing end of the transmission.
CAUTION: Verify that transmission is secure on the
lifting device or work surface, the center of gravity
of the transmission will shift when the torque con-
verter is removed creating an unstable condition.
The torque converter is a heavy unit. Use caution
when separating the torque converter from the
transmission.
(3) Pull the torque converter forward until the cen-
ter hub clears the oil pump seal.
(4) Separate the torque converter from the trans-
mission.
INSTALLATION
Check converter hub and drive notches for sharp
edges, burrs, scratches, or nicks. Polish the hub and
notches with 320/400 grit paper or crocus cloth if nec-
essary. The hub must be smooth to avoid damaging
the pump seal at installation.
(1) Lubricate oil pump seal lip with transmission
fluid.
(2) Place torque converter in position on transmis-
sion.
CAUTION: Do not damage oil pump seal or bushing
while inserting torque converter into the front of the
transmission.
(3) Align torque converter to oil pump seal open-
ing.
(4) Insert torque converter hub into oil pump.
(5) While pushing torque converter inward, rotate
converter until converter is fully seated in the oil
pump gears.
(6) Check converter seating with a scale and
straightedge (Fig. 241). Surface of converter lugs
should be 19mm (0.75 in.) to the rear of the straight-
edge when converter is fully seated.
(7) If necessary, temporarily secure converter with
C-clamp attached to the converter housing.
(8) Install the transmission in the vehicle.
Fig. 240 Stator Operation
1 - DIRECTION STATOR WILL FREE WHEEL DUE TO OIL
PUSHING ON BACKSIDE OF VANES
2 - FRONT OF ENGINE
3 - INCREASED ANGLE AS OIL STRIKES VANES
4 - DIRECTION STATOR IS LOCKED UP DUE TO OIL PUSHING
AGAINST STATOR VANES
DRAUTOMATIC TRANSMISSION - 48RE 21 - 439
TORQUE CONVERTER (Continued)