DODGE TRUCK 1993 Service Repair Manual

21
- 70
G360
TRANSMISSION OVERHAUL

•

Fig.
63 Front Bearing Retainer
installation
(10) Install output shaft rear bearing race. Tap
race into
position
with plastic mallet. (11) Install countershaft rear bearing race in case
(Fig. 64). Then position race on bearing and tap race
into position with plastic mallet.

Fig.
64 Countershaft Rear Bearing
Race
Position
OUTPUT SHAFT AND COUNTERSHAFT
BEARING PRELOAD ADJUSTMENT
Bearing preload adjustment is accomplished by the
use of shims. The shims are installed in the shim
bores machined into the rear retainer. (1) Place transmission in upright position. Use
wood blocks to support transmission on either side of
front bearing retainer.
(2) Tap output shaft and countershaft rear bearing
races into place. Be sure races are seated on bear­

ings.

(3) Measure distance from top each of rear bearing
race to case surface with depth gauge (Figs. 65 and
66).
Measurements reflect amount of bearing race
that extends above rear surface of case. Record these measurements as they will be needed for shim selec­
tion.
Fig.
65
Measuring
Height Of Output Shaft Rear

Bearing
Race
Fig.
66
Measuring
Height Of Countershaft Rear

Bearing
Race

(4) Measure depth of shim bore in rear retainer
with depth gauge (Figs. 67 and 68). Record this mea­ surement also as it will be needed for shim selection.
Fig.
67
Measuring
Depth Of Output Shaft Bearing

Shim
Bore
(In Rear
Retainer)

•

G360
TRANSMISSION OVERHAUL
21 - 71
DEPTH
GAUGE
REAR
RETAINER COUNTERSHAFT
BEARING SHIM
BORE

J9321-332

Fig.
68
Measuring
Depth Of Countershaft Bearing
Shim
Bore
(in Rear
Retainer)
(5) Select preload shims for shaft bearings as fol­

lows:
Subtract height of bearing from depth of shim

bore.
Then add extra shim thickness of 0.15 - 0.20 mm ( 0.006 - 0.008 in.) for correct preload.
(6) Assemble and install shim packs in rear re­
tainer (Fig. 69). Use petroleum jelly to hold shim
packs in place during installation. Position thin shims at rear of pack where they will seat in
rear retainer shim bore.
TRANSMISSION FINAL ASSEMBLY (1) Apply Mopar Gasket Maker, or Loctite 518 to
rear retainer flange surface. OUTPUT
SHAFT
BEARING SHIMS
COUNTERSHAFT BEARING SHIMS REAR
RETAINER

J9321-325

Fig.
69 Preload
Shim
Location (2) On 2-wheel drive transmissions, install new
output shaft seal in retainer. Then install speedome­
ter gear and spacers on output shaft (Fig. 70).
(3) Install rear retainer on gear case. Do not dis­
place preload shims when installing retainer. (4) Apply Mopar or Loctite thread locker to rear
retainer bolts. Then install and tighten bolts to 22-30 N-m (16-22 ft. lbs.) torque.
(5) On 2-wheel drive transmissions, lube propeller
shaft yoke seal surface with petroleum jelly or en­
gine oil and install yoke. Then install and tighten
new yoke nut to 380 N*m (280 ft. lbs.) torque.
(6) Apply coat of Mopar Perfect Seal, or similar
sealer to new shift cover gasket. Then position gas­
ket on gear case. (Although early production trans- REAR
BEARING
RETAINER
SPEEDOMETER GEAR YOKE
NUT
YOKE
SPACERS

Fig.
70 Two
Wheel
Drive Rear Bearing Retainer And Speedometer Gear
J9321-271

21 - 72 G36Q
TRANSMISSION OVERHAUL

missions were not originally equipped with a cover
gasket, a gasket should be installed on these trans­
missions).
(7)
Verify that synchronizer sleeves are in neutral
position. Shift cover cannot be installed otherwise.

(8)
Install shift cover. Align shift forks with syn­
chro sleeves and alignment dowels and seat cover on
case. (9) Apply Mopar or Loctite thread locker to shift
cover bolts. Then install and tighten bolts to 22-30
N-m
(16-22
ft. lbs.) torque.
(10) Place transmission in level position and in­
stall drain plug. Tighten plug to 47 N-m (35 ft. lbs.) (11) Fill transmission to bottom edge of fill plug
hole with Mopar 5W-30 engine oil.
(12) Install and tighten fill plug to 47 N-m (35 ft.
lbs.) torque.
(13) Install backup light switch in shift cover if re­
moved. (14) Mount transmission on jack for installation in
vehicle.
(15) Secure transmission to jack with safety
chains.
(16) Apply thin coat of Mopar high temperature or
multi-purpose grease to pilot hub of input shaft.

•
AUTOMATIC
TRANSMISSION—32RH/36RH/37RH/42RH/46RH
21 - 73

CONTENTS
page
AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING
85

AUTOMATIC TRANSMISSION REMOVAL AND INSTALLATION
142

GENERAL
INFORMATION-32RH/36RH/37RH
... 73

GENERAL
INFORMATION-42RH/46RH
78

IN-VEHICLE SERVICE—32RH/36RH/37RH/
42RH/46RH
130
page
OVERDRIVE
UNIT
OVERHAUL—42RH/46RH
. 324

TRANSMISSION OVERHAUL—32RH
152

TRANSMISSION
OVERHAUL—36RH/37RH
.. 192

TRANSMISSION OVERHAUL—42RH
233

TRANSMISSION OVERHAUL—46RH
278

GENERAL IN FORMATION-32RH/36RH/37RH INDEX
page
Components Unique
to
37RH
Diesel Transmission
76

Description
73

Recommended
Fluid
76
page
Torque Converter
76

Transmission Hydraulic
Control
System
76

Transmission
Identification 76

DESCRIPTION
Chrysler 32RH/36RH/37RH transmissions are
three speed, fully automatic units with a planetary
gear system (Figs. 1 and 2). The 32RH transmission is used with 3.9L and 5.2L
engines. The 36RH transmission is used with 5.2IV 5.9L gas engines. The 37RH is used with the 5.9L
Cummins diesel engine.

AUTOMATIC TRANSMISSION-32RH/36RH/37RH/42RH/46RH

«*4

FRONT
PLANETARY GEAR SET
FLEXIBLE DRIVE PLATE Fig.
1 Automatic Transmission-32RH

PR225

21 - 76
AUTOMATIC
TRANSMISSION—32RH/36RH/37RH/42RH/46RH

•
TORQUE
CONVERTER

A three element torque converter is used. The con­
verter used with 32RH and some 36RH transmis­ sions has a modulated converter clutch. The
converter used with 37RH transmissions is not
equipped with a modulated clutch. The converter used with 1993, 32RH transmissions
is new. The converter hub was changed to accept the
new style drive flats on the oil pump inner gear. The
new style converter is not interchangeable with pre­
vious designs. A 241 or 273 mm (9.5 or 10.75 in.) converter is
used for 3.9L, 5.2L and 5.9L gas engine applications.
A 310 mm (12.2 in.) converter is used for diesel en­
gine applications. The converter impeller is connected to the engine
crankshaft through the front cover which is welded
to the impeller. The turbine is splined to the trans­
mission input shaft and the stator is splined to the transmission reaction shaft. The converter is a welded assembly. It is not a re­
pairable component and is serviced as an assembly.

RECOMMENDED
FLUID
The recommended and preferred fluid for Chrysler
automatic transmissions is Mopar ATF Plus, Type
7176.
Use Mopar Dexron II only when ATF Plus is
not readily available.

TRANSMISSION
IDENTIFICATION
The transmission part and identification numbers
are stamped on the left side of the case just above
the oil pan gasket surface (Fig. 3). Refer to this in­ formation when ordering replacement parts.
PART

NUMBER BUILD
DATE SERIAL
19191-909

NUMBER JVUI zuz

Fig.
3
Transmission
Identification
Numbers
And
Codes
COMPONENTS
UNIQUE
TO
37RH
DIESEL
TRANSMISSION

Planetary
Gears
The transmission and overdrive planetary gear car­
riers in the 37RH are heavy duty components. The
transmission planetary carriers have four pinion

gears.
The carrier in the overdrive compounder has
five pinion gears.

Clutch
Packs
Front and rear clutch packs used in the 37RH con­
tain 4 discs and 5 steel plates.

Governor
Weight
Assembly
The governor weight assembly is made of alloyed

brass.
The diesel weight assembly is easily identified
by the distinctive gold color of the alloyed material.
The heavier weight assembly provides the shift
points needed to offset lower operating speeds of a diesel engine.
The alloyed weight assembly is unique to the
37RH. It is not interchangeable with the weight as­ semblies used in gas engine versions.

TRANSMISSION
HYDRAULIC
CONTROL
SYSTEM
The transmission hydraulic control system provides
fully automatic operation. The system performs five
basic functions, which are: • pressure supply
• pressure regulation • flow control
• clutch and band application
• lubrication.

Pressure
Supply
The oil pump develops fluid pressure for clutch/
band application and for lubrication. The pump is driven by the torque converter.

Pressure
Regulation
The pressure regulator valve maintains transmis­
sion line pressure. The amount of pressure developed
is controlled by throttle pressure. Throttle pressure is
dependent on the degree of throttle opening. The reg­
ulator valve is located in the valve body.
The throttle valve determines line pressure and
shift speed. The throttle valve also controls upshift
and downshift speeds by regulating pressure accord­
ing to throttle position.
Pressure developed by the governor valve works
with throttle pressure to determine shift points. Gov­ ernor pressure is the speed signal that indicates
when a shift should take place. In operation, gover­
nor pressure increases at a rate approximately the same as vehicle speed.

•

AUTOMATIC
TRANSMISSION—32RH/3SRH/37RH/42RH/48RH
21 - 77
Flow
Control And Lubrication
The manual valve is operated by the gearshift link­
age and provides the operating range selected by the
driver.
The 1-2 shift valve provides automatic 1-2 or 2-1
shifts and the 2-3 shift valve provides automatic 2-3
or 3-2 shifts.
The kickdown valve provides forced 3-2 or 3-1
downshifts depending on vehicle speed. Downshifts
occur when the throttle is opened beyond downshift
detent position which is just before wide open throt­

tle.

The 2-3 valve throttle pressure plug provides 3-2
downshifts with varying throttle openings and de­
pending on vehicle speed.
The 1-2 shift control valve transmits 1-2 shift pres­
sure to the accumulator piston to control kickdown
band capacity on 1-2 upshifts and 3-2 downshifts.
The limit valve determines maximum speed at
which a 3-2 part throttle kickdown can be made. Some transmissions do not have the limit valve and
maximum speed for a 3-2 kickdown is at the detent
position.
The shuttle valve has two functions. First is fast
front band release and smooth engagement during "lift foot" 2-3 upshifts. Second is to regulate front
clutch release and band application during 3-2 down­
shifts.

The converter clutch valve applies the converter
modulated clutch when supplied with line pressure through the converter clutch solenoid. The solenoid is
controlled by and connected to the powertrain control module through a connector in the transmission case.
Electronic control of converter clutch engagement
includes disengagement at closed throttle during
warmup and during part throttle acceleration. Non- converter clutch transmissions have a threaded plug at the rear of the transmission case in place of the
solenoid wiring connector.
The fail safe valve restricts feed to the converter
clutch if front clutch pressure drops. It permits clutch
engagement only in direct (third) gear and provides
fast clutch release during kickdown.
The switch valve directs apply fluid pressure to the
converter clutch in one position and releases it in the
opposite position. It also directs oil to the cooling and
lube circuits. The switch valve regulates oil pressure
to the torque converter by limiting maximum oil
pressure to 130 psi.

Clutch/Band
Application The front/rear clutch pistons and servo pistons are
actuated by line pressure. When line pressure is re­
moved, the pistons are released by spring tension.
On 2-3 upshifts, the front servo piston is released
by spring tension and hydraulic pressure. The accu­ mulator controls hydraulic pressure on the apply side
of the front servo during 1-2 upshifts and at all
throttle openings.

21
- 78
AUTOMATIC TRANSMISSION-32RH/36RH/37RH/42RH/46RH

G1NERAL
INFORMATION
—42RH/46RH

INDEX

page

Components Unique
to
Diesel Version
of
46RH
. 81
Description
78

Fourth
Gear Overdrive Components
81

Fourth
Gear Overdrive Operation
. 82

Gear Ratios
81
page
Hydraulic Controls
. 83

Recommended
Fluid
81

Torque Converter
81
Transmission
Identification . 81

DESCRIPTION
The Chrysler 42RH/46RH are four-speed, auto­
matic transmissions. Fourth gear is an overdrive
range. The 42RH is used for 3.9L and 5.2L engine applications. The 46RH is used with 5.2L/5.9L gas
engines. A heavy duty version of the 46RH is used
with the 5.9L Cummins turbo-diesel engine. The 42RH/46RH is a dual unit design. The assem­
bly consists of a three speed automatic transmission
with an overdrive unit attached at the rear (Figs. 1 and 2). First through third gear ranges are provided
by the clutches, bands, overrunning clutch and plan­ etary gear set in the transmission. Fourth gear range
is provided by the overdrive unit. Overdrive ratio is

0.69:1.
The overdrive unit contains an overdrive clutch, di­
rect clutch, planetary gear set and overrunning clutch. The overdrive clutch is applied in fourth gear
only. The direct clutch is applied in all ranges except
fourth gear.
The governor and park lock assemblies are located
inside the overdrive unit. The unit must be removed
and disassembled for service access to the park lock and governor components.
Fourth gear is controlled by a manually operated
switch in the instrument panel. The switch is in cir­
cuit with the overdrive solenoid (on the valve body)
and the powertrain control module. In the On posi­
tion, current flows through the switch to the solenoid
for the 3-4 shift sequence. The transmission must be in third gear before a 3-4 upshift will occur.
The overdrive solenoid will not be energized and a
3-4 upshift will not occur when the control switch is
in the OFF position.