check transmission fluid DODGE RAM 2003 Service Owner's Guide

IDENTIFICATION
The transmission has two identification tags
attached to the driver side upper clutch housing (Fig.
2). One tag provides the transmission part number.
The second tag provides sequencing and build date
information. The information on the tags are essen-
tial to correct parts ordering.
OPERATION
The driver selects a particular gear by moving the
shift lever to the desired gear position. As the shift
lever moves the selected shift rail, the shift fork
attached to that rail begins to move. The fork is posi-
tioned in a groove in the outer circumference of the
synchronizer sleeve. As the shift fork moves the syn-
chronizer sleeve, the synchronizer begins to speed-up
or slow down the selected gear (depending on
whether we are up-shifting or down-shifting). The
synchronizer does this by having the synchronizer
hub splined to the mainshaft or the countershaft in
some cases, and moving the blocker ring into contact
with the gear's friction cone. As the blocker ring and
friction cone come together, the gear speed is brought
up or down to the speed of the synchronizer. As the
two speeds match, the splines on the inside of the
synchronizer sleeve become aligned with the teeth on
the blocker ring and friction cone and eventually will
slide over the teeth, locking the gear to the main-
shaft or countershaft through the synchronizer.
DIAGNOSIS AND TESTING
LOW LUBRICANT LEVEL
A low transmission lubricant level is generally the
result of a leak, inadequate lubricant fill or an incor-
rect lubricant level check. A correct lubricant level
check can only be made when the vehicle is level.
Also allow the lubricant to settle for a minute or sobefore checking. These recommendations will ensure
an accurate check and avoid an underfill or overfill
condition. Always check the lubricant level after any
addition of fluid to avoid an incorrect lubricant level
condition.
Leaks can occur at the mating surfaces of the gear
case, adaptor or extension housing, or from the front/
rear seals. A suspected leak could also be the result
of an overfill condition. Leaks at the rear of the
extension or adapter housing will be from the hous-
ing oil seals. Leaks at component mating surfaces
will probably be the result of inadequate sealer, gaps
in the sealer, incorrect bolt tightening or use of a
non-recommended sealer. A leak at the front of the
transmission will be from either the front bearing
retainer or retainer seal. Lubricant may be seen drip-
ping from the clutch housing after extended opera-
tion. If the leak is severe, it may also contaminate
the clutch disc causing the disc to slip, grab and or
chatter.
HARD SHIFTING
Hard shifting is usually caused by a low lubricant
level, improper or contaminated lubricants. The con-
sequence of using non-recommended lubricants is
noise, excessive wear, internal bind and hard shift-
ing. Substantial lubricant leaks can result in gear,
shift rail, synchro, and bearing damage. If a leak
goes undetected for an extended period, the first indi-
cations of component damage are usually hard shift-
ing and noise.
Component damage, incorrect clutch adjustment or
damaged clutch pressure plate or disc are additional
probable causes of increased shift effort. Incorrect
adjustment or a worn/damaged pressure plate or disc
can cause incorrect release. If clutch problem is
advanced, gear clash during shifts can result. Worn
or damaged synchro rings can cause gear clash when
shifting into any forward gear. In some new or
rebuilt transmissions, new synchro rings may tend to
stick slightly causing hard or noisy shifts. In most
cases this condition will decline as the rings wear-in.
TRANSMISSION NOISE
Most manual transmissions make some noise dur-
ing normal operation. Rotating gears generate a mild
whine that is audible, but generally only at extreme
speeds. Severe highly audible transmission noise is
generally the initial indicator of a lubricant problem.
Insufficient, improper or contaminated lubricant
will promote rapid wear of gears, synchros, shift
rails, forks and bearings. The overheating caused by
a lubricant problem, can also lead to gear breakage.
REMOVAL
(1) Shift transmission into Neutral.
Fig. 2 IDENTIFICATION TAG LOCATION
1 - IDENTIFICATION TAGS
DRMANUAL TRANSMISSION - NV5600 21 - 89
MANUAL TRANSMISSION - NV5600 (Continued)

ADAPTER HOUSING SEAL
REMOVAL
(1) Raise and support vehicle.
(2) Mark propeller shaft and yokes for installation
reference and remove shaft.
(3) Remove the transfer case.
(4) Remove the adapter housing seal with a pry
tool or slide hammer with a screw.
INSTALLATION
(1) Install adapter housing seal with Installer and
Handle C-4171.
(2) Install transfer case.
(3) Install propeller shaft with reference marks
aligned.
(4) Check fluid level.
(5) Remove support and lower vehicle.
EXTENSION HOUSING SEAL
REMOVAL
(1) Mark propeller shaft and pinion yoke for
installation reference and remove the propeller shaft.
(2) Remove extension housing seal with a pry tool
or a slide hammer and screw.
(3) Remove extension housing bushing with
Remover 8155 (Fig. 97).
INSTALLATION
(1) Install extension housing bushing with
Installer 8156 and Handle C-4171 (Fig. 98).
(2) Install extension housing seal with Installer
8154 and Handle C-4171 (Fig. 99).
(3) Install propeller shaft with reference marks
aligned.
(4) Check and fill transmission.
Fig. 97 EXTENSION HOUSING BUSHING REMOVAL
1 - REMOVER
Fig. 98 Install Extension Housing Bushing
1 - HANDLE
2 - INSTALLER
3 - BUSHING
Fig. 99 EXTENSION HOUSING SEAL INSTALLER
1 - INSTALLER
2 - HANDLE
DRMANUAL TRANSMISSION - NV5600 21 - 127

AUTOMATIC TRANSMISSION - 46RE
TABLE OF CONTENTS
page page
AUTOMATIC TRANSMISSION - 46RE
DESCRIPTION........................131
OPERATION..........................133
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - AUTOMATIC
TRANSMISSION.....................139
DIAGNOSIS AND TESTING - PRELIMINARY. . 139
DIAGNOSIS AND TESTING - ROAD
TESTING...........................139
DIAGNOSIS AND TESTING - HYDRAULIC
PRESSURE TEST....................140
DIAGNOSIS AND TESTING - AIR TESTING
TRANSMISSION CLUTCH AND BAND
OPERATION........................143
DIAGNOSIS AND TESTING - CONVERTER
HOUSING FLUID LEAK................143
DIAGNOSIS AND TESTING - DIAGNOSIS
CHARTS...........................144
STANDARD PROCEDURE - ALUMINUM
THREAD REPAIR.....................156
REMOVAL............................156
DISASSEMBLY........................158
CLEANING...........................164
INSPECTION.........................165
ASSEMBLY...........................165
INSTALLATION........................173
SCHEMATICS AND DIAGRAMS
HYDRAULIC SCHEMATICS.............175
SPECIFICATIONS
TRANSMISSION.....................187
SPECIAL TOOLS
RE TRANSMISSION..................189
ACCUMULATOR
DESCRIPTION........................191
OPERATION..........................192
INSPECTION.........................192
BANDS
DESCRIPTION........................193
OPERATION..........................193
ADJUSTMENTS
ADJUSTMENT - BANDS...............193
BRAKE TRANSMISSION SHIFT INTERLOCK
SYSTEM
DESCRIPTION........................194
OPERATION..........................194
DIAGNOSIS AND TESTING - BRAKE
TRANSMISSION SHIFT INTERLOCK......195
ADJUSTMENTS - BRAKE TRANSMISSION
SHIFT INTERLOCK...................195ELECTRONIC GOVERNOR
DESCRIPTION........................196
OPERATION..........................196
REMOVAL............................198
INSTALLATION........................199
EXTENSION HOUSING BUSHING
REMOVAL............................200
INSTALLATION........................200
EXTENSION HOUSING SEAL
REMOVAL............................200
INSTALLATION........................200
FLUID AND FILTER
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - EFFECTS OF
INCORRECT FLUID LEVEL.............201
DIAGNOSIS AND TESTING - CAUSES OF
BURNT FLUID.......................201
DIAGNOSIS AND TESTING - FLUID
CONTAMINATION....................201
STANDARD PROCEDURE
STANDARD PROCEDURE - FLUID LEVEL
CHECK............................201
STANDARD PROCEDURE - FLUID AND
FILTER REPLACEMENT...............203
STANDARD PROCEDURE - TRANSMISSION
FILL...............................203
FRONT CLUTCH
DESCRIPTION........................204
OPERATION..........................204
DISASSEMBLY........................205
INSPECTION.........................206
ASSEMBLY...........................206
FRONT SERVO
DESCRIPTION........................207
OPERATION..........................208
DISASSEMBLY........................208
CLEANING...........................208
INSPECTION.........................208
ASSEMBLY...........................209
GEARSHIFT CABLE
DIAGNOSIS AND TESTING - GEARSHIFT
CABLE.............................209
REMOVAL............................209
INSTALLATION........................210
ADJUSTMENTS
GEARSHIFT CABLE...................211
OIL PUMP
DESCRIPTION........................212
OPERATION..........................212
DISASSEMBLY........................212
DRAUTOMATIC TRANSMISSION - 46RE 21 - 129

FOURTH GEAR POWERFLOW
Fourth gear overdrive range is electronically con-
trolled and hydraulically activated. Various sensor
inputs are supplied to the powertrain control module
to operate the overdrive solenoid on the valve body.
The solenoid contains a check ball that opens and
closes a vent port in the 3-4 shift valve feed passage.
The overdrive solenoid (and check ball) are not ener-
gized in first, second, third, or reverse gear. The vent
port remains open, diverting line pressure from the
2-3 shift valve away from the 3-4 shift valve. The
overdrive control switch must be in the ON position
to transmit overdrive status to the PCM. A 3-4
upshift occurs only when the overdrive solenoid is
energized by the PCM. The PCM energizes the over-
drive solenoid during the 3-4 upshift. This causes the
solenoid check ball to close the vent port allowing
line pressure from the 2-3 shift valve to act directly
on the 3-4 upshift valve. Line pressure on the 3-4
shift valve overcomes valve spring pressure moving
the valve to the upshift position. This action exposes
the feed passages to the 3-4 timing valve, 3-4 quick
fill valve, 3-4 accumulator, and ultimately to the
overdrive piston. Line pressure through the timing
valve moves the overdrive piston into contact with
the overdrive clutch. The direct clutch is disengaged
before the overdrive clutch is engaged. The boost
valve provides increased fluid apply pressure to the
overdrive clutch during 3-4 upshifts, and when accel-
erating in fourth gear. The 3-4 accumulator cushions
overdrive clutch engagement to smooth 3-4 upshifts.
The accumulator is charged at the same time as
apply pressure acts against the overdrive piston.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - AUTOMATIC
TRANSMISSION
Automatic transmission problems can be a result of
poor engine performance, incorrect fluid level, incor-
rect linkage or cable adjustment, band or hydraulic
control pressure adjustments, hydraulic system mal-
functions or electrical/mechanical component mal-
functions. Begin diagnosis by checking the easily
accessible items such as: fluid level and condition,
linkage adjustments and electrical connections. A
road test will determine if further diagnosis is neces-
sary.
DIAGNOSIS AND TESTING - PRELIMINARY
Two basic procedures are required. One procedure
for vehicles that are drivable and an alternate proce-
dure for disabled vehicles (will not back up or move
forward).
VEHICLE IS DRIVEABLE
(1) Check for transmission fault codes using DRBt
scan tool.
(2) Check fluid level and condition.
(3) Adjust throttle and gearshift linkage if com-
plaint was based on delayed, erratic, or harsh shifts.
(4) Road test and note how transmission upshifts,
downshifts, and engages.
(5) Perform hydraulic pressure test if shift prob-
lems were noted during road test.
(6) Perform air-pressure test to check clutch-band
operation.
VEHICLE IS DISABLED
(1) Check fluid level and condition.
(2) Check for broken or disconnected gearshift or
throttle linkage.
(3) Check for cracked, leaking cooler lines, or loose
or missing pressure-port plugs.
(4) Raise and support vehicle on safety stands,
start engine, shift transmission into gear, and note
following:
(a) If propeller shaft turns but wheels do not,
problem is with differential or axle shafts.
(b) If propeller shaft does not turn and transmis-
sion is noisy, stop engine. Remove oil pan, and
check for debris. If pan is clear, remove transmis-
sion and check for damaged drive plate, converter,
oil pump, or input shaft.
(c) If propeller shaft does not turn and transmis-
sion is not noisy, perform hydraulic-pressure test to
determine if problem is hydraulic or mechanical.
DIAGNOSIS AND TESTING - ROAD TESTING
Before road testing, be sure the fluid level and con-
trol cable adjustments have been checked and
adjusted if necessary. Verify that diagnostic trouble
codes have been resolved.
Observe engine performance during the road test.
A poorly tuned engine will not allow accurate analy-
sis of transmission operation.
Operate the transmission in all gear ranges. Check
for shift variations and engine flare which indicates
slippage. Note if shifts are harsh, spongy, delayed,
early, or if part throttle downshifts are sensitive.
Slippage indicated by engine flare, usually means
clutch, band or overrunning clutch problems. If the
condition is advanced, an overhaul will be necessary
to restore normal operation.
A slipping clutch or band can often be determined
by comparing which internal units are applied in the
various gear ranges. The Clutch and Band Applica-
tion chart provides a basis for analyzing road test
results.
DRAUTOMATIC TRANSMISSION - 46RE 21 - 139
AUTOMATIC TRANSMISSION - 46RE (Continued)

Test Four - Transmission In Reverse
This test checks pump output, pressure regulation
and the front clutch and rear servo circuits. Use 300
psi Test Gauge C-3293-SP for this test.
(1) Leave vehicle on hoist and leave gauge C-3292
in place at accumulator port.
(2) Move 300 psi Gauge C-3293-SP back to rear
servo port.
(3) Have helper start and run engine at 1600 rpm
for test.
(4) Move transmission shift lever four detents
rearward from full forward position. This is Reverse
range.
(5) Move transmission throttle lever fully forward
then fully rearward and note reading at Gauge
C-3293-SP.
(6) Pressure should be 145 - 175 psi (1000-1207
kPa) with throttle lever forward and increase to 230 -
280 psi (1586-1931 kPa) as lever is gradually moved
rearward.
Test Five - Governor Pressure
This test checks governor operation by measuring
governor pressure response to changes in vehicle
speed. It is usually not necessary to check governor
operation unless shift speeds are incorrect or if the
transmission will not downshift. The test should be
performed on the road or on a hoist that will allow
the rear wheels to rotate freely.
(1) Move 100 psi Test Gauge C-3292 to governor
pressure port.
(2) Move transmission shift lever two detents rear-
ward from full forward position. This is D range.
(3) Have helper start and run engine at curb idle
speed. Then firmly apply service brakes so wheels
will not rotate.
(4) Note governor pressure:
²Governor pressure should be no more than 20.6
kPa (3 psi) at curb idle speed and wheels not rotat-
ing.
²If pressure exceeds 20.6 kPa (3 psi), a fault
exists in governor pressure control system.
(5) Release brakes, slowly increase engine speed,
and observe speedometer and pressure test gauge (do
not exceed 30 mph on speedometer). Governor pres-
sure should increase in proportion to vehicle speed.
Or approximately 6.89 kPa (1 psi) for every 1 mph.
(6) Governor pressure rise should be smooth and
drop back to no more than 20.6 kPa (3 psi), after
engine returns to curb idle and brakes are applied to
prevent wheels from rotating.
(7) Compare results of pressure test with analysis
chart.Test Six - Transmission In Overdrive Fourth Gear
This test checks line pressure at the overdrive
clutch in fourth gear range. Use 300 psi Test Gauge
C-3293-SP for this test. The test should be performed
on the road or on a chassis dyno.
(1) Remove tachometer; it is not needed for this
test.
(2) Move 300 psi Gauge to overdrive clutch pres-
sure test port. Then remove other gauge and reinstall
test port plug.
(3) Lower vehicle.
(4) Turn OD switch on.
(5) Secure test gauge so it can be viewed from
drivers seat.
(6) Start engine and shift into D range.
(7) Increase vehicle speed gradually until 3-4 shift
occurs and note gauge pressure.
(8) Pressure should be 469-496 kPa (68-72 psi)
with closed throttle and increase to 620-827 kPa (90-
120 psi) at 1/2 to 3/4 throttle. Note that pressure can
increase to around 896 kPa (130 psi) at full throttle.
(9) Return to shop or move vehicle off chassis
dyno.
PRESSURE TEST ANALYSIS CHART
TEST CONDITION INDICATION
Line pressure OK during any
one testPump and regulator valve
OK
Line pressure OK in R but
low in D, 2, 1Leakage in rear clutch area
(seal rings, clutch seals)
Pressure low in D Fourth
Gear RangeOverdrive clutch piston
seal, or check ball problem
Pressure OK in 1, 2 but low
in D3 and RLeakage in front clutch area
Pressure OK in 2 but low in
R and 1Leakage in rear servo
Front servo pressure in 2 Leakage in servo; broken
servo ring or cracked servo
piston
Pressure low in all positions Clogged filter, stuck
regulator valve, worn or
faulty pump, low oil level
Governor pressure too high
at idle speedGovernor pressure solenoid
valve system fault. Refer to
diagnostic book.
Governor pressure low at all
mph figuresFaulty governor pressure
solenoid, transmission
control module, or governor
pressure sensor
Lubrication pressure low at
all throttle positionsClogged fluid cooler or
lines, seal rings leaking,
worn pump bushings,
pump, clutch retainer, or
clogged filter.
Line pressure high Output shaft plugged, sticky
regulator valve
Line pressure low Sticky regulator valve,
clogged filter, worn pump
21 - 142 AUTOMATIC TRANSMISSION - 46REDR
AUTOMATIC TRANSMISSION - 46RE (Continued)

DIAGNOSIS AND TESTING - AIR TESTING
TRANSMISSION CLUTCH AND BAND
OPERATION
Air-pressure testing can be used to check transmis-
sion front/rear clutch and band operation. The test can
be conducted with the transmission either in the vehicle
or on the work bench, as a final check, after overhaul.
Air-pressure testing requires that the oil pan and
valve body be removed from the transmission. The
servo and clutch apply passages are shown (Fig. 10).
Front Clutch Air Test
Place one or two fingers on the clutch housing and
apply air pressure through front clutch apply pas-
sage. Piston movement can be felt and a soft thump
heard as the clutch applies.
Rear Clutch Air Test
Place one or two fingers on the clutch housing and
apply air pressure through rear clutch apply passage.
Piston movement can be felt and a soft thump heard
as the clutch applies.
Front Servo Air Test
Apply air pressure to the front servo apply passage.
The servo rod should extend and cause the band totighten around the drum. Spring pressure should
release the servo when air pressure is removed.
Rear Servo Air Test
Apply air pressure to the rear servo apply passage.
The servo rod should extend and cause the band to
tighten around the drum. Spring pressure should
release the servo when air pressure is removed.
DIAGNOSIS AND TESTING - CONVERTER
HOUSING FLUID LEAK
When diagnosing converter housing fluid leaks,
two items must be established before repair.
(1) Verify that a leak condition actually exists.
(2) Determined the true source of the leak.
Some suspected converter housing fluid leaks may
not be leaks at all. They may only be the result of
residual fluid in the converter housing, or excess
fluid spilled during factory fill or fill after repair.
Converter housing leaks have several potential
sources. Through careful observation, a leak source
can be identified before removing the transmission
for repair. Pump seal leaks tend to move along the
drive hub and onto the rear of the converter. Pump
body leaks follow the same path as a seal leak (Fig.
11). Pump vent or pump attaching bolt leaks are gen-
erally deposited on the inside of the converter hous-
ing and not on the converter itself (Fig. 11). Pump
o-ring or gasket leaks usually travel down the inside
of the converter housing. Front band lever pin plug
leaks are generally deposited on the housing and not
on the converter.
Fig. 10 Air Pressure Test Passages
1 - LINE PRESSURE TO ACCUMULATOR
2 - REAR SERVO APPLY
3 - FRONT SERVO APPLY
4 - FRONT SERVO RELEASE
5 - PUMP SUCTION
6 - PUMP PRESSURE
7 - FRONT CLUTCH APPLY
8 - REAR CLUTCH APPLY
9 - TO TORQUE CONVERTOR
10 - TO COOLER
11 - FROM TORQUE CONVERTER
Fig. 11 Converter Housing Leak Paths
1 - PUMP SEAL
2 - PUMP VENT
3 - PUMP BOLT
4 - PUMP GASKET
5 - CONVERTER HOUSING
6 - CONVERTER
7 - REAR MAIN SEAL LEAK
DRAUTOMATIC TRANSMISSION - 46RE 21 - 143
AUTOMATIC TRANSMISSION - 46RE (Continued)

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.
DRAUTOMATIC TRANSMISSION - 46RE 21 - 145
AUTOMATIC TRANSMISSION - 46RE (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
NO DRIVE RANGE
(REVERSE OK)1. Fluid Level Low. 1. Add fluid and check for leaks if drive is
restored.
2. Gearshift Linkage/Cable
Loose/Misadjusted.2. Repair or replace linkage components.
3. Rear Clutch Burnt. 3. Remove and disassemble transmission
and rear clutch and seals. Repair/replace
worn or damaged parts as needed.
4. Valve Body Malfunction. 4. Remove and disassemble valve body.
Replace assembly if any valves or bores
are damaged.
5. Transmission Overrunning Clutch
Broken.5. Remove and disassemble transmission.
Replace overrunning clutch.
6. Input Shaft Seal Rings Worn/
Damaged.6. Remove and disassemble transmission.
Replace seal rings and any other worn or
damaged parts.
7. Front Planetary Failed Broken. 7. Remove and repair.
NO DRIVE OR REVERSE
(VEHICLE WILL NOT
MOVE)1. Fluid Level Low. 1. Add fluid and check for leaks if drive is
restored.
2. Gearshift Linkage/Cable
Loose/Misadjusted.2. Inspect, adjust and reassemble linkage
as needed. Replace worn/damaged parts.
3. U-Joint/Axle/Transfer Case
Broken.3. Perform preliminary inspection procedure
for vehicle that will not move. Refer to
procedure in diagnosis section.
4. Filter Plugged. 4. Remove and disassemble transmission.
Repair or replace failed components as
needed. Replace filter. If filter and fluid
contained clutch material or metal particles,
an overhaul may be necessary. Replace
cooler as necessary.
5. Oil Pump Damaged. 5. Perform pressure test to confirm low
pressure. Replace pump body assembly if
necessary.
6. Valve Body Malfunctioned. 6. Check and inspect valve body. Replace
valve body (as assembly) if any valve or
bore is damaged. Clean and reassemble
correctly if all parts are in good condition.
7. Transmission Internal Component
Damaged.7. Remove and disassemble transmission.
Repair or replace failed components as
needed.
8. Park Sprag not Releasing - Check
Stall Speed, Worn/Damaged/Stuck.8. Remove, disassemble, repair.
9. Torque Converter Damage. 9. Inspect and replace as required.
21 - 146 AUTOMATIC TRANSMISSION - 46REDR
AUTOMATIC TRANSMISSION - 46RE (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
SHIFTS DELAYED OR
ERRATIC (SHIFTS ALSO
HARSH AT TIMES)1. Fluid Level Low/High. 1. Correct fluid level and check for leaks if
low.
2. Fluid Filter Clogged. 2. Replace filter. If filter and fluid contained
clutch material or metal particles, an
overhaul may be necessary.
3. Throttle Linkage Mis-adjusted. 3. Adjust linkage as described in service
section.
4. Throttle Linkage Binding. 4. Check cable for binding. Check for return
to closed throttle at transmission.
5. Gearshift Linkage/Cable
Mis-adjusted.5. Adjust linkage/cable as described in
service section.
6. Clutch or Servo Failure. 6. Remove valve body and air test clutch,
and band servo operation. Disassemble
and repair transmission as needed.
7. Governor Circuit Electrical Fault. 7. Test using DRBTscan tool and repair as
required.
8. Front Band Mis-adjusted. 8. Adjust band.
9. Pump Suction Passage Leak. 9. Check for excessive foam on dipstick
after normal driving. Check for loose pump
bolts, defective gasket. Replace pump
assembly if needed.
NO REVERSE (D RANGES
OK)1. Gearshift Linkage/Cable
Mis-adjusted/Damaged.1. Repair or replace linkage parts as
needed.
2. Park Sprag Sticking. 2. Replace overdrive annulus gear.
3. Rear Band Mis-adjusted/Worn. 3. Adjust band; replace.
4. Valve Body Malfunction. 4. Remove and service valve body. Replace
valve body if any valves or valve bores are
worn or damaged.
5. Rear Servo Malfunction. 5. Remove and disassemble transmission.
Replace worn/damaged servo parts as
necessary.
6. Direct Clutch in Overdrive Worn. 6. Disassemble overdrive. Replace worn or
damaged parts.
7. Front Clutch Burnt. 7. Remove and disassemble transmission.
Replace worn, damaged clutch parts as
required.
HAS FIRST/REVERSE
ONLY (NO 1-2 OR 2-3
UPSHIFT)1. Governor Circuit Electrical Fault. 1. Test using DRBTscan tool and repair as
required.
2. Valve Body Malfunction. 2. Repair stuck 1-2 shift valve or governor
plug.
3. Front Servo/Kickdown Band
Damaged/Burned.3. Repair/replace.
MOVES IN 2ND OR 3RD
GEAR, ABRUPTLY
DOWNSHIFTS TO LOW1. Valve Body Malfunction. 1. Remove, clean and inspect. Look for
stuck 1-2 valve or governor plug.
DRAUTOMATIC TRANSMISSION - 46RE 21 - 147
AUTOMATIC TRANSMISSION - 46RE (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
BUZZING NOISE 1. Fluid Level Low 1. Add fluid and check for leaks.
2. Shift Cable Mis-assembled. 2. Route cable away from engine and bell
housing.
3. Valve Body Mis-assembled. 3. Remove, disassemble, inspect valve
body. Reassemble correctly if necessary.
Replace assembly if valves or springs are
damaged. Check for loose bolts or screws.
4. Pump Passages Leaking. 4. Check pump for porous casting, scores
on mating surfaces and excess rotor
clearance. Repair as required. Loose pump
bolts.
5. Cooling System Cooler Plugged. 5. Replace cooler.
6. Overrunning Clutch Damaged. 6. Replace clutch.
SLIPS IN REVERSE ONLY 1. Fluid Level Low. 1. Add fluid and check for leaks.
2. Gearshift Linkage Mis-adjusted. 2. Adjust linkage.
3. Rear Band Mis-adjusted. 3. Adjust band.
4. Rear Band Worn. 4. Replace as required.
5. Overdrive Direct Clutch Worn. 5. Disassemble overdrive. Repair as
needed.
6. Hydraulic Pressure Too Low. 6. Perform hydraulic pressure tests to
determine cause.
7. Rear Servo Leaking. 7. Air pressure check clutch-servo operation
and repair as required.
8. Band Linkage Binding. 8. Inspect and repair as required.
SLIPS IN FORWARD
DRIVE RANGES1. Fluid Level Low. 1. Add fluid and check for leaks.
2. Fluid Foaming. 2. Check for high oil level, bad pump
gasket or seals, dirt between pump halves
and loose pump bolts. Replace pump if
necessary.
3. Throttle Linkage Mis-adjusted. 3. Adjust linkage.
4. Gearshift Linkage Mis-adjusted. 4. Adjust linkage.
5. Rear Clutch Worn. 5. Inspect and replace as needed.
6. Low Hydraulic Pressure Due to
Worn Pump, Incorrect Control
Pressure Adjustments, Valve Body
Warpage or Malfunction, Sticking,
Leaking Seal Rings, Clutch Seals
Leaking, Servo Leaks, Clogged Filter
or Cooler Lines.6. Perform hydraulic and air pressure tests
to determine cause.
7. Rear Clutch Malfunction, Leaking
Seals or Worn Plates.7. Air pressure check clutch-servo operation
and repair as required.
8. Overrunning Clutch Worn, Not
Holding (Slips in 1 Only).8. Replace Clutch.
SLIPS IN LOW GEAR9D9
ONLY, BUT NOT IN
MANUAL 1 POSITIONOverrunning Clutch Faulty. Replace overrunning clutch.
DRAUTOMATIC TRANSMISSION - 46RE 21 - 149
AUTOMATIC TRANSMISSION - 46RE (Continued)