check engine DODGE RAM 2003 Service Repair Manual

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)

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.
21 - 330 AUTOMATIC TRANSMISSION - 48REDR
AUTOMATIC TRANSMISSION - 48RE (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
NO 4-3 DOWNSHIFT
WHEN CONTROL SWITCH
IS TURNED OFF1. Control Switch Open/Shorted. 1. Test and replace switch if faulty.
2. Overdrive Solenoid Connector
Shorted.2. Test solenoids and replace if seized or
shorted.
3. PCM Malfunction. 3. Test with DRBTscan tool. Replace PCM
if faulty.
4. Valve Body Stuck Valves. 4. Repair stuck 3-4, lockup or lockup timing
valve.
CLUNK NOISE FROM
DRIVELINE ON CLOSED
THROTTLE 4-3
DOWNSHIFT1. Transmission Fluid Low. 1. Add Fluid.
2. Throttle Cable Mis-adjusted. 2. Adjust cable.
3. Overdrive Clutch Select Spacer
Wrong Spacer.3. Replace overdrive piston thrust plate
spacer.
3-4 UPSHIFT OCCURS
IMMEDIATELY AFTER 2-3
SHIFT1. Overdrive Solenoid Connector or
Wiring Shorted.1. Test connector and wiring for loose
connections, shorts or ground and repair as
needed.
2. TPS Malfunction. 2. Test TPS and replace as necessary.
Check with DRBTscan tool.
3. PCM Malfunction. 3. Test PCM with DRBTscan tool and
replace controller if faulty.
4. Overdrive Solenoid Malfunction. 4. Replace solenoid.
5. Valve Body Malfunction. 5. Remove, disassemble, clean and inspect
valve body components. Make sure all
valves and plugs slide freely in bores.
Polish valves with crocus cloth if needed.
WHINE/NOISE RELATED
TO ENGINE SPEED1. Fluid Level Low. 1. Add fluid and check for leaks.
2. Shift Cable Incorrect Routing. 2. Check shift cable for correct routing.
Should not touch engine or bell housing.
21 - 332 AUTOMATIC TRANSMISSION - 48REDR
AUTOMATIC TRANSMISSION - 48RE (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
NO 3-4 UPSHIFT 1. O/D Switch In OFF Position. 1. Turn control switch to ON position.
2. Overdrive Circuit Fuse Blown. 2. Replace fuse. Determine why fuse failed
and repair as necessary (i.e., shorts or
grounds in circuit).
3. O/D Switch Wire Shorted/Open
Cut.3. Check wires/connections with 12V test
lamp and voltmeter. Repair damaged or
loose wire/connection as necessary.
4. Distance or Coolant Sensor
Malfunction.4. Check with DRBTscan tool and repair or
replace as necessary.
5. TPS Malfunction. 5. Check with DRBTscan tool and replace
if necessary.
6. Neutral Sense to PCM Wire
Shorted/Cut.6. Test switch/sensor as described in
service section and replace if necessary.
Engine no start.
7. PCM Malfunction. 7. Check with DRBTscan tool and replace
if necessary.
8. Overdrive Solenoid Shorted/Open. 8. Replace solenoid if shorted or open and
repair loose or damaged wires (DRBTscan
tool).
9. Solenoid Feed Orifice in Valve
Body Blocked.9. Remove, disassemble, and clean valve
body thoroughly. Check feed orifice.
10. Overdrive Clutch Failed. 10. Disassemble overdrive and repair as
needed.
11. Hydraulic Pressure Low. 11. Pressure test transmission to determine
cause.
12. Valve Body Valve Stuck. 12. Repair stuck 3-4 shift valve, 3-4 timing
valve.
13. O/D Piston Incorrect Spacer. 13. Remove unit, check end play and install
correct spacer.
14. Overdrive Piston Seal Failure. 14. Replace both seals.
15. O/D Check Valve/Orifice Failed. 15. Check for free movement and secure
assembly (in piston retainer). Check ball
bleed orifice.
DRAUTOMATIC TRANSMISSION - 48RE 21 - 333
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)

(12) Carefully work transmission forward and over
engine block dowels until converter hub is seated in
crankshaft.
(13) Install bolts attaching converter housing to
engine.
(14) Install rear support.
(15) Install the rear transmission crossmember.
(16) Lower transmission onto crossmember and
install bolts attaching transmission mount to cross-
member.
(17) Remove engine support fixture.
(18) Install the transfer case, if equipped.
(19) Install crankshaft position sensor. (Refer to 14
- FUEL SYSTEM/FUEL INJECTION/CRANKSHAFT
POSITION SENSOR - INSTALLATION)
(20) Connect gearshift cable (Fig. 66) and throttle
cable to transmission.
(21) Connect wires to the transmission range sen-
sor and transmission solenoid connector. Be sure the
transmission harnesses are properly routed.
CAUTION: It is essential that correct length bolts be
used to attach the converter to the driveplate. Bolts
that are too long will damage the clutch surface
inside the converter.
(22) Install torque converter-to-driveplate bolts.
(23) Install converter housing access cover.
(24) Install starter motor and cooler line bracket.
(Refer to 8 - ELECTRICAL/STARTING/STARTER
MOTOR - INSTALLATION)
(25) Connect cooler lines (Fig. 67) to transmission.
(26) Install transmission fill tube. Install new seal
on tube before installation.(27) Install any exhaust components previously
removed.
(28) Align and connect propeller shaft. (Refer to 3 -
DIFFERENTIAL & DRIVELINE/PROPELLER
SHAFT/PROPELLER SHAFT - INSTALLATION)
(29) Adjust gearshift cable and throttle valve
cable, if necessary.
(30) Install the transfer case skid plate, if
equipped.
(31) Lower vehicle.
(32) Fill transmission with MopartATF +4, Auto-
matic Transmission fluid.
Fig. 65 Checking Converter Seating - Typical
1 - SCALE
2 - STRAIGHTEDGE
Fig. 66 Gearshift Cable At Transmission
1 - GEARSHIFT CABLE
2 - TRANSMISSION MANUAL LEVER
3 - CABLE SUPPORT BRACKET
Fig. 67 Transmission Cooler Lines
1 - TRANSMISSION
2 - RADIATOR
3 - COOLER LINES
21 - 354 AUTOMATIC TRANSMISSION - 48REDR
AUTOMATIC TRANSMISSION - 48RE (Continued)

ADJUSTMENTS - BRAKE TRANSMISSION
SHIFT INTERLOCK
Correct cable adjustment is important to proper
interlock operation. The gearshift cable must be cor-
rectly adjusted in order to shift out of PARK.
ADJUSTMENT PROCEDURE
(1) Remove the steering column trim as necessary
for access to the brake transmission shift interlock.
(2) Shift the transmission into the PARK position.
(3) Pull upward on both the BTSI lock tab and the
gearshift cable lock tab (Fig. 77).
(4) Verify that the shift lever is in the PARK posi-
tion.
(5) Verify positive engagement of the transmission
park lock by attempting to rotate the propeller shaft.
The shaft will not rotate when the park lock is
engaged.
(6) Turn ignition switch to LOCK position.Be
sure ignition key cylinder is in the LOCK posi-
tion. Cable will not adjust correctly in any
other position.
(7) Ensure that the cable is free to self-adjust by
pushing cable rearward and releasing.
(8) Push the gearshift cable lock tab down until it
snaps in place.
(9) Locate the BTSI alignment hole in the bottom
of the BTSI mechanism between the BTSI lock tab
and the BTSI connector.
(10) Move the BTSI assembly up or down on the
gearshift cable until an appropriate size drill bit can
be inserted into the alignment hole and through the
assembly.(11) Push the BTSI lock tab down until it snaps
into place and remove the drill bit.
(12) Install any steering column trim previously
removed.
BTSI FUNCTION CHECK
(1) Verify removal of ignition key allowed in PARK
position only.
(2) When the shift lever is in PARK, the ignition
key cylinder should rotate freely from off to lock.
When the shifter is in any other position, the ignition
key should not rotate from off to lock.
(3) Shifting out of PARK should be possible when
the ignition key cylinder is in the off position.
(4)
Shifting out of PARK should not be possible while
applying normal force, and ignition key cylinder is in
the run or start positions, unless the foot brake pedal is
depressed approximately 1/2 inch (12mm).
(5) Shifting out of PARK should not be possible
when the ignition key cylinder is in the accessory or
lock position.
(6) Shifting between any gear and NEUTRAL, or
PARK, may be done without depressing foot brake
with ignition switch in run or start positions.
(7) Engine starts must be possible with shifter
lever in PARK or NEUTRAL positions only. Engine
starts must not be possible in any position other than
PARK or NEUTRAL.
(8) With shifter lever in the:
²PARK position - Apply upward force on the shift
arm and remove pressure. Engine starts must be
possible.
²PARK position - Apply downward force on the
shift arm and remove pressure. Engine starts must
be possible.
²NEUTRAL position - Normal position. Engine
starts must be possible.
²NEUTRAL position - Engine running and brakes
applied, apply upward force on the shift arm. Trans-
mission shall not be able to shift from neutral to
reverse.
ELECTRONIC GOVERNOR
DESCRIPTION
Governor pressure is controlled electronically. Com-
ponents used for governor pressure control include:
²Governor body
²Valve body transfer plate
²Governor pressure solenoid valve
²Governor pressure sensor
²Fluid temperature thermistor
²Throttle position sensor (TPS)
²Transmission speed sensor
²Powertrain control module (PCM)
Fig. 77 Brake Transmission Interlock Mechanism
1 - STEERING COLUMN
2 - GEARSHIFT CABLE
3 - GEARSHIFT CABLE LOCK TAB
4 - BTSI SOLENOID LOCK TAB
5 - BTSI CONNECTOR
21 - 376 AUTOMATIC TRANSMISSION - 48REDR
BRAKE TRANSMISSION SHIFT INTERLOCK SYSTEM (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

vehicle if necessary to bring fluid temperature up to
normal hot operating temperature of 82ÉC (180ÉF).
(2) Position vehicle on level surface.
(3) Start and run engine at curb idle speed.
(4) Apply parking brakes.
(5) Shift transmission momentarily into all gear
ranges. Then shift transmission back to NEUTRAL.
(6) Clean top of filler tube and dipstick to keep
dirt from entering tube.
(7) Remove dipstick (Fig. 89) and check fluid level
as follows:
(a) Correct acceptable level is in crosshatch area.
(b) Correct maximum level is to MAX arrow
mark.
(c) Incorrect level is at or below MIN line.
(d) If fluid is low, add only enough MopartAT F
+4, type 9602, to restore correct level. Do not over-
fill.
PROCEDURE TWO
(1) Start engine and apply parking brake.
(2) Shift the transmission into DRIVE for approxi-
mately 2 seconds.
(3) Shift the transmission into REVERSE for
approximately 2 seconds.
(4) Shift the transmission into PARK.
(5) Hook up DRBtscan tool and select engine.(6) Select sensors.
(7) Read the transmission temperature value.
(8) Compare the fluid temperature value with the
chart.
(9) Adjust transmission fluid level shown on the
dipstick according to the chart (Fig. 90).
NOTE: After adding any fluid to the transmission,
wait a minimum of 2 minutes for the oil to fully
drain from the fill tube into the transmission before
rechecking the fluid level.
(10) Check transmission for leaks.
Fig. 90 48RE Fluid Fill Graph
Fig. 89 Dipstick Fluid Level MarksÐTypical
1 - DIPSTICK
2 - MAXIMUM CORRECT FLUID LEVEL
3 - ACCEPTABLE FLUID LEVEL
21 - 382 AUTOMATIC TRANSMISSION - 48REDR
FLUID AND FILTER (Continued)