DODGE TRUCK 1993 Service Repair Manual

TORQUE

CONVERTER
VALVE BODY
Fig. 2 46RH Transmission And Overdrive Unit

•

AUTOMATIC
TRANSMISSION—32RH/36RH/37RH/42RH/46RH
21 - 81
TORQUE
CONVERTER

A three element torque converter
is
used
for all ap­

plications.
The
converter consists
of the
impeller,
sta-

tor
and
turbine.
The
converter also contains
an
overrunning clutch
and a
modulated converter clutch
mechanism.
The converter used with
1993,
42RH 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.
The converter modulated clutch consists
of a
slid­
ing clutch piston, clutch springs
and the
clutch disc
friction material.
The
clutch provides optimum
torque transfer
and
economy when engaged.
The clutch disc
is
attached
to the
converter front
cover.
The
clutch piston
and
clutch springs
are at­

tached
to the
turbine
hub. The
springs dampen
en­
gine firing impulses
and
loads during
the
initial
phase
of
converter clutch engagement.
Clutch engagement
is
controlled
by the
converter
clutch valve
and
solenoid. Both
are
located
on the

transmission valve body. Clutch engagement occurs in drive range
at
speeds above approximately 30-35
mph.
The clutch provides reduced engine speed
and

greater fuel economy when engaged. Clutch engage­
ment also provides reduced transmission fluid tem­
peratures.

COMPONENTS
UNIQUE
TO
DIESEL VERSION
OF

46RH

Planetary
Gears
The transmission
and
overdrive planetary gear car­
riers
in the
diesel version
of the
46RH
are
heavy duty components.
The
transmission planetary carri­ers have four pinion gears.
The
carrier
in the
over­
drive compounder
has
five pinion gears.
The
heavy
duty planetary units
are
unique
to the
diesel 46RH.

Clutch
Packs
Clutch packs used
in the
diesel version
of the

46RH contain
the
following number
of
discs
and

plates:

• transmission front/rear clutch
has 4
discs
and 5

steel plates
• overdrive clutch
has 5
discs
and 6
steel plates
• overdrive direct clutch
has 8
discs
and 9
steel
plates

Governor
Weight
Assembly
The governor weight assembly
in the
diesel 46RH
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 pro­
vides
the
shift points needed
to
offset lower operating speeds
of a
diesel engine. The alloyed weight assembly
is
unique
to the
diesel
46RH.
It is not
interchangeable with
the
weight
as­
semblies used
in gas
engine versions.

Diesel
Thermo
Switch
Fourth gear operation
in the
diesel 46RH
is
also
controlled
by two
temperature sensitive thermo- switches.
The first thermo-switch
is the
engine coolant tem­
perature switch. This switch prevents overdrive fourth gear operation when engine coolant tempera­
ture
is
below approximately
65° F.

The second thermo-switch directly monitors trans­
mission fluid temperature.
The
switch will either
downshift
the
transmission
to
third gear,
or
prevent a
3-4
upshift when fluid temperature exceeds
270-275°
F.

The fluid temperature switch
is
located
in a
boss
built into
the
cooler outlet line.
The
boss
and
switch are located approximately
2-3
inches from
the
outlet
line fitting
in the
transmission case.
The engine coolant
and
fluid temperature switches
are
in
circuit with
the
overdrive control switch
in the

instrument panel.

GEAR RATIOS
42RH forward gear ratios
are:

First gear
=
2.74:1
Second gear
= 1.54:1

Third gear
= 1.00:1
Fourth gear
=
0.69:1.
46RH forward gear ratios
are:

First gear
=
2.45:1 Second gear
= 1.45:1

Third gear
= 1.00:1
Fourth gear
=
0.69:1.

RECOMMENDED
FLUID
The recommended
and
preferred fluid
for
42RH/
46RH 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
and codes
are
stamped
on the
left side
of the
case
just above
the oil pan
gasket surface
(Fig. 3).
The first letter/number group
is the
assembly part
number.
The
next number group
the
transmission
build date.
The
last number group
is the
transmis­ sion serial number. Refer
to
this information when
ordering replacement parts.

FOURTH
GEAR OVERDRIVE COMPONENTS
42RH/46RH models have three transmission shafts.
An intermediate shaft
is
positioned between
the in­

put
and
output shafts.
The
output shaft
is in the

21
- 82
AUTOMATIC TRANSMISSION—32RH/36RH/37RH/42RH/46RH
————— •
PART
NUMBER BUILD
DATE SERIAL
NUMBER The fourth gear shift valves and plugs are located
in the valve body lower housing. The components in­
clude:
• a separate housing for the overdrive valves and
plugs • an overdrive solenoid
• a converter clutch solenoid
• a 3-4 shift valve
• a 3-4 timing valve
• a 3-4 accumulator • a 3-4 shuttle valve
• an overdrive separator plate. • a boost valve and connecting tube

J9121-202
FOURTH GEAR OVERDRIVE OPERATION Fig.
3
Identification
Number
And
Code
Location
overdrive unit. The intermediate shaft is supported
by the overdrive piston retainer and piloted in the output shaft.
The overdrive piston and retainer are located at
the rear of the transmission case. The retainer serves as both the rear support and pressure chamber for
the overdrive piston. The intermediate shaft is splined to the overdrive direct clutch sliding hub,
planetary assembly and overrunning clutch.
The governor components and speedometer drive
are located on the output shaft in the overdrive unit.
Two bearings are used to support the output shaft. A longer park rod assembly is also required.
There are no rotating seal rings or pressurized oil
for the direct clutch. The clutch is applied by spring
pressure and released by movement of the overdrive clutch piston during the 3-4 upshift.
The governor is operated by fluid pressure supplied
through pressure tubes. The tubes are permanently attached to the governor support. Governor fluid
pressure is transmitted through the intermediate shaft to the tubes.
Governor pressure and overdrive clutch pressure
taps are provided in the transmission case for pres­ sure testing purposes.
The overdrive unit contains a direct clutch, an
overdrive clutch and an overrunning clutch. Fourth
gear range is provided by an additional planetary
gear set In the overdrive unit.
The direct clutch is applied by spring pressure. A
high pressure spring rated at approximately 830
pounds (5530 kPa) tension, holds the clutch in en­ gagement. The sun gear, direct clutch sliding hub
and drum are splined to the annulus gear for direct
drive. For coasting or reverse gear, power flows only
through the direct clutch.
A timing valve disengages the torque converter
clutch prior to a 4-3 downshift. The clutch solenoid, engagement valve, and timing valve are actuated in
fourth gear range. 3-4
Shift
Sequence

The overdrive clutch is applied in fourth gear only.
The direct clutch is applied in all ranges except
fourth gear.
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 en­
ergized 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 switch must be in the On position to
transmit signals to the solenoid. A 3-4 upshift occurs only when the overdrive solenoid is energized by an electrical signal from the powertrain control module. The solenoid is energized upon receiving a signal.
This causes the check ball to close the vent port. Closing the vent port allows line pressure from the
2-3 shift valve to act directly upon the 3-4 upshift
valve.
Line pressure acting on the 3-4 shift valve over­
comes valve spring tension moving the valve to the
upshift position. This action exposes the feed pas­ sages to the 3-4 timing valve, 3-4 shuttle valve, 3-4 accumulator and ultimately to the overdrive piston.
Line pressure through the timing and shuttle
valves move the overdrive piston into simultaneous
contact with the overdrive clutch and the direct clutch sliding hub.
The overdrive clutch is engaged and the direct
clutch is disengaged simultaneously to complete the 3-4 upshift.
The boost valve provides increased fluid apply pres­
sure to the overdrive clutch during the 3-4 upshift and during fourth gear operation. The amount of
boost is determined by throttle opening and line pressure.
The overdrive piston engages the overdrive clutch
by pressing directly against the clutch pressure

•

AUTOMATIC TRANSiISSIO|-32RH/8iRH/37RH/42RH/4iRH
21 - 83 plate. The overdrive clutch also disengages the direct
clutch during 3-4 upshifts. As fluid pressure extends
the overdrive piston, the piston contacts the direct clutch hub pressing it rearward. This action com­
presses the direct clutch spring relieving spring load on the clutch pack. The clutch is disengaged once
spring load is relieved.
The 3-4 accumulator cushions overdrive clutch en­
gagement to smooth the transition into fourth gear.
The accumulator is charged at the same time as ap­
ply pressure acts against the overdrive piston.
Converter clutch engagement in overdrive fourth
gear is controlled by sensor inputs to the powertrain
control module. In third gear above 25 mph, sensor inputs to the control module that determine clutch
engagement and shift timing are:
• coolant temperature (verifies minimum of 60° F)
• engine speed • vehicle speed
• throttle position
• manifold vacuum (MAP sensor)

Gearshift
Mechanism
The gear shift mechanism provides the same shift
positions used with 3-speed Chrysler transmissions
(P-R-N-D-2-1).

The shift into overdrive fourth gear range occurs
only after the transmission has completed the shift into D third gear range. No further movement of the
shift mechanism is required to complete the 3-4 shift.
The fourth gear upshift occurs automatically when
the overdrive control switch is in the ON position. Shift timing is determined by sensor inputs to the
engine controller.
Overdrive Control
Switch
The overdrive control switch is located in the in­
strument panel. In the On position, automatic shifts
into fourth gear overdrive will occur. In the Off posi­
tion, the switch overrides the engine controller pre­
venting a shift to overdrive fourth gear range.
The switch has an indicator light that illuminates
when overdrive is turned off. The switch also resets
when the ignition key is turned to the OFF position so that the automatic overdrive feature is restored.
The use of fault codes is employed to help diagnose
the electronic components that operate the overdrive
unit and converter clutch.

HYDRAULIC
CONTROLS
The 42REJ/46RH hydraulic control system provides
fully automatic operation. The system performs five
basic functions which are: pressure supply, pressure regulation, flow control, clutch/band application, and
lubrication. 42RH/46RH system operation is similar to that de­
scribed in the 32RH/36RH/37RH General Informa­ tion section. The main difference being fourth gear
operation which is covered here.

Pressure
Regulation
The pressure regulator valve maintains line pres­

sure.
The amount of pressure developed is controlled
by throttle pressure which is dependent on the de­ gree of throttle opening. The regulator valve is lo­
cated in the valve body.
The throttle valve determines line pressure and
shift speed. Governor pressure increases in propor­
tion to vehicle speed. The throttle valve controls up­ shift and downshift speeds by regulating pressure
according to throttle position.

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 1-2 or 2-1 shifts and
the 2-3 shift valve provides 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 at varying throttle openings depending on
vehicle speed.
The 1-2 shift control valve transmits 1-2 shift pres­
sure to the accumulator piston. This controls kick-
down band capacity on 1-2 upshifts and 3-2 downshifts.
The 3-4 shift valve, shuttle valve, timing valve and
accumulator are only actuated when the overdrive
solenoid is energized.
The solenoid contains a check ball that controls a
vent port to the 3-4 valve. The check ball either di­
verts line pressure away from or directly to, the 3-4 shift valve. Energizing the solenoid causes the check
ball to close the vent port allowing line pressure to act upon the 3-4 upshift valve.
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 2-3 shuttle valve has two functions. First is
fast front band release and smooth engagement dur­ ing lift-foot 2-3 upshifts. The second is to regulate
front clutch and band application during 3-2 down­
shifts.
The 3-4 shuttle valve uses a combination of throt­
tle and governor pressure to control the rate of over­
drive piston apply and release. This is done to
maintain shift quality at varying throttle openings.

21 - 84
AUTOMATIC TRANSMISSION-32RH/36RH/37RH/42RH/46RH

• The 3-4 timing valve is moved by line pressure
coming through the 3-4 shift valve. The timing valve
holds the 2-3 shift valve in an upshift position. The
purpose is to prevent the 2-3 valve from up or down­ shifting before the 3-4 valve. The 3-4 accumulator is mounted on the overdrive
housing. It performs the same function as the 2-3 ac­ cumulator. It is used to smooth engagement during
the 3-4 shift.
On models with a converter clutch, the clutch valve
applies the converter clutch when supplied with line
pressure through the converter clutch solenoid. The converter clutch solenoid is mounted on the
valve body. It is energized by an electrical signal
from the powertrain control module. Electronic con­
trol of converter clutch engagement includes disen­ gagement at closed throttle during warmup and
during part throttle acceleration.
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.

Boost
Valve Function The boost valve provides increased fluid apply pres­
sure for converter clutch and overdrive clutch en­
gagement.
The boost valve is connected to the overdrive clutch
circuit via a tube connected between the valve body
upper and lower housings. The valve is connected to
the converter clutch circuit via the regulator valve, switch valve and 3-4 shift and timing valves.
Hydraulic circuitry for the boost valve is shown in
the hydraulic flow diagrams. The diagrams are lo­ cated at the end of the transmission diagnosis and
test section.
During converter clutch engagement in fourth
gear, the valve supplies full line pressure directly to
the clutch. The increased pressure available at the clutch provides smooth shifting and positive engage­
ment. The 3-4 upshift causes the boost valve to increase
line pressure to the overdrive clutch. Pressure also
increases with throttle opening. This ensures positive
clutch engagement during periods of high throttle
opening acceleration.

Converter
Clutch
Control The converter clutch valve applies the converter
clutch when supplied with line pressure through the
converter clutch solenoid. The solenoid is mounted on
the valve body and energized by an electrical signal
from the powertrain control module. Electronic con­
trol of converter clutch operation includes clutch re­ lease at closed throttle during warmup and during
part throttle acceleration. The boost valve provides additional apply pressure for converter clutch appli­
cation.
The switch valve directs fluid apply 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 clutch and servo pistons are actuated by line
pressure. When fluid pressure is released, the pistons are released by spring pressure.
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 all throttle
openings.
The overdrive direct clutch is applied by spring
pressure. The direct clutch is applied in all ranges except fourth gear.
The overdrive clutch is applied in fourth gear only.
The clutch is applied by the overdrive piston which is actuated by line pressure through the 3-4 shift valve.

•

AUTOMATIC TRANSiISSiOi-32RH/38RH/37RH/42RH/4eRH
21 - 81 AUTOMATIC TRANSMISSION DIAGNOSIS AND TESTING

INDEX

page

Air Testing Clutch
and
Band Operation
91

Analyzing
the
Road Test
87
Converter Housing Fluid Leak Diagnosis
.......
92
Converter
Stall
Test
90
Diagnosis
Charts
and
Hydraulic Flow Diagrams
. . 95

Fluid Contamination
86

Fluid Level
and
Condition
85

GENERAL
INFORMATION
The diagnosis
and
testing information
in
this sec­
tion applies
to
three
and
four speed models alike.
Di­
agnosis
and
test procedures apply
to all
models
except where indicated. Diagnosis information that
only applies
to
42RH/46RH models
is
noted.
Automatic transmission problems
can be a
result
of

poor engine performance, incorrect fluid level, incor­
rect linkage adjustment, band
or
hydraulic control
pressure adjustments, hydraulic system malfunctions
or electrical/mechanical component malfunctions.
Begin diagnosis
by
checking
the
easily accessible
items such
as:
fluid level
and
condition, linkage
ad­

justments
and
electrical connections
on
4-speed mod­
els.
A
road test will determine
if
further diagnosis
is
necessary. Procedures outlined
in
this section should
be
per­
formed
in the
following sequence
to
realize
the
most accurate results:
• Preliminary diagnosis
• Fluid Level
and
condition • Linkage Adjustment
• Road test
• Hydraulic pressure test • Stall test
•
Air
pressure tests
• Leak Tests
• Analyze test results
and
consult diagnosis charts

PRELIMINARY
DIAGNOSIS
Two basic procedures
are
required.
One
procedure
for vehicles that
are
driveable
and an
alternate pro­ cedure
for
disabled vehicles (will
not
back
up or

move forward).

Vehicle
Is
Driveable
(1) Check fluid level
and
condition.
(2) Adjust throttle
and
gearshift linkage
if
com­
plaint
was
based
on
delayed, erratic,
or
harsh shifts.
(3)
On
4-speed models, check electrical connections
at dash switch
and
transmission case. Turn control
switch
to ON
position before proceeding. (4) Road test
and
note transmission operating
characteristics.
page

Gearshift Linkage
87

General
Information
85

Hydraulic Pressure Test
88

Overdrive Fourth Gear
Electrical
Controls
......
86
Preliminary Diagnosis
85

Road
Test
87

Throttle
Valve Cable
86

(a)
If
acceleration
is
sluggish,
or if
abnormal
throttle opening
is
needed
to
maintain normal speeds with
a
properly tuned engine, perform
a

stall test
to
check converter clutch operation. (b)
On
42RH/46RH,
if
fourth gear upshift does
not occur, check overdrive solenoid
and
switch wir­ ing
for
opens, shorts, grounds.
(c)
If
slippage
and
engine flare
is
noted, perform
hydraulic pressure test
and air
pressure test
to
check clutch-band-governor operation.

Vehicle
Is
Disabled
(1) Check fluid level
and
condition.
(2) Check
for
broken, disconnected throttle link­

age.

(3) Check
for
cracked, leaking cooler lines,
or

loose, missing pressure port plugs.
(4) Raise vehicle, start engine, shift transmission
into gear
and
note following:
(a)
If
propeller shafts turn
but
wheels
do not,

problem
is
with differential
or
axle shafts. (b)
If
propeller shafts
do 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 shafts
do not
turn
and
transmis­
sion
is not

noisy, perform hydraulic pressure test
to
deter­
mine
if
problem
is a
hydraulic
or
mechanical.

FLUID LEVEL AND CONDITION
(1) Place vehicle
on
level surface. This
is
impor­
tant
for an
accurate reading. (2)
Do not
check level until fluid
is at
normal
op­

erating temperature
of
approximately 82°C (180°F).
This
is
necessary
to
avoid false readings which could
produce under
or
over fill condition, (3) Fully apply parking brakes.
(4) Start
and run
engine
at
curb idle speed. Then
shift transmission through
all
gear ranges
and
back
to Neutral. (5) Clean
top of
filler tube
and
dipstick
to
keep dirt
out
of
tube.

21 - 86
AUTOMATIC
TRANSMISSION-32RH/36RH/37RH/42RH/46RH

•
(6)
Remove dipstick and check fluid
level
as fol­

lows:

(a) Dipstick has three fluid level indicating
marks which are a MIN dot mark, an OK mark and a MAX fill arrow mark:
(b) Correct level is to MAX arrow nark on dip­
stick. This is correct maximum hot fluid level. Ac­
ceptable level is between OK mark and max arrow
mark on dipstick.
(c) If level is at, or below MIN level dot on dip­
stick, add only enough fluid to restore correct level.
Mopar ATF Plus, type 7176 is the preferred fluid.
Mopar Dexron II can be used if ATF Plus is not
readily available.

CAUTION:
Do not
overfill
the
transmission.
Overfill­
ing
may
cause
leakage out the
pump
vent which

can
be mistaken for a
pump
seal
leak. In addition,

overfilling
will
also
cause
fluid
aeration
and
foam­
ing
as the
excess
fluid is picked up and churned by
the
gear
train.
This
will
significantly
reduce fluid
life.

(7) Check and note fluid condition as follows: (a) Fluid should be dark to light red in color and
free of particles and sludge.
(b) If fluid is orange, brown, or smells slightly
burned, flow test and reverse flush cooler and lines. Then change fluid and filter and road test again to
confirm proper operation.
(c) If fluid is black, dark brown, turned to sludge,
contains extensive amount of metal or friction ma­
terial particles, transmission will need overhaul. Main and auxiliary coolers will have to be flow
tested and reverse flushed as well.

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, aerating the fluid and causing
the same conditions that occur with a low level.
In either case, air bubbles cause fluid overheating,
oxidation and varnish buildup which interferes with
valve, clutch and servo operation. Foaming also causes fluid expansion which can result in fluid over­
flow from the transmission vent or fill tube. Fluid
overflow can easily be mistaken for a leak if inspec­
tion is not careful.

FLUID
CONTAMINATION
Transmission fluid contamination is generally a re­
sult of:
• adding incorrect fluid
• failure to clean dipstick and fill tube when check­ ing level
• engine coolant entering the fluid • internal failure that generates debris
• overheat that generates sludge (fluid breakdown)
• failure to reverse flush cooler and lines after re­
pair
• failure to replace contaminated converter after re­
pair
The use of non recommended fluids can result in
transmission failure. The usual results are erratic
shifts,
slippage, abnormal wear and eventual failure
due 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 for some time, an overhaul may also be necessary; especially if shift problems
had developed.
The transmission cooler and lines should be reverse
flushed whenever a malfunction generates sludge and/or debris. The torque converter should also be re­
placed at the same time.
Failure to flush the cooler and lines will result in
re-contamination and a shop comeback. Flushing ap­
plies to auxiliary coolers as well. The torque con­ verter should also be replaced whenever a failure
generates sludge and debris. This is necessary be­
cause normal converter flushing procedures will not
remove al of the contaminants.

OVERDRIVE
FOURTH
GEAR
ELECTRICAL

CONTROLS
The electrical controls governing the shift into
fourth gear consist of the control switch on the in­ strument panel and the overdrive solenoid on the
valve body. The control switch is in circuit with the solenoid and must be in the On position to energize
the solenoid. The transmission must also have
reached third gear range before the shift to fourth gear will occur. The control switch, valve body solenoid, case con­
nectors and related wiring can all be tested with a 12
volt test lamp or a multimeter. Check continuity of each component when diagnosis indicates this is nec­
essary. Switch and solejioid continuity should be checked
whenever the transmission fails to shift into fourth
gear range.

THROTTLE
VALVE
CABLE

Throttle valve cable adjustment is important to
proper operation. This adjustment positions the

AUTOMATIC TRANSMISSION—32RH/36RH/37RH/42RH/46RH
21 - 87
throttle valve which controls shift speed, quality and
part throttle downshift sensitivity. If cable setting is too short, early shifts and slip­
page between shifts may occur. If the setting is too long, shifts may be delayed and part throttle down­shifts may be very sensitive. Refer to the In-Vehicle
Service section for adjustment procedure.

GEARSHIFT LINKAGE
Gearshift linkage adjustment is important because
it positions the valve body manual valve. Incorrect
adjustment will cause creeping in Neutral, prema­
ture clutch wear, delayed engagement in any gear, or a no-start in Park or Neutral position.
Proper operation of the neutral start switch will
provide a quick check of linkage adjustment. Refer to
the In-Vehicle Service section for adjustment proce­
dure.

ROAD TEST
Before road testing, be sure the fluid level and all
linkage adjustments have been checked and adjusted
if necessary. Observe engine performance during the road test.
A poorly tuned engine will not allow an accurate analysis of transmission operation. Operate the transmission in all gear ranges. Check
for slippage and shift variations. Note whether the shifts are harsh, spongy, delayed, early, or if part
throttle downshifts are sensitive. Watch closely for slippage or engine flare which
usually indicates clutch, band or overrunning clutch
problems. If the condition is advanced, an overhaul
may 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. Refer to the Elements In Use Charts (Figs. 1 and 2) for clutch and band applica­
tion. The charts provide a basis for analyzing road
test results.

ANALYZING
THE
ROAD TEST
Refer to the Clutch And Band Application charts

(Figs.
1 and 2). Then note which elements are ap­
plied in the various gear ranges. The rear clutch is applied in all forward ranges (D,

2,
1). The transmission overrunning clutch is applied
in first gear (D, 2 and 1 ranges only). The rear band is applied in 1 and R range only.
The overdrive clutch is applied only in fourth gear and the overdrive direct clutch and overrunning
clutch are applied in all ranges except fourth gear. For example: If slippage occurs in first gear in D
and 2 range but not in 1 range, the transmission
overrunning clutch is slipping. Similarly, if slippage
occurs in third and fourth gear, the rear clutch is
slipping. However, if slippage only occurs in fourth gear, the overdrive clutch is slipping.
Gearshift
Lever
Position
DRIVE
ELEMENTS P

R
N
D 2 1

DRIVE
ELEMENTS
1 2 3 1
2

FRONT
CLUTCH
•
•

FRONT BAND
(KICKDOWN)
•
•

REAR

CLUTCH

REAR

BAND
(LOW-REV.)
•
•

OVER­
RUNNING CLUTCH
•
• •
J9021-33
Fig.
1
Clutch
And
Band
Application—32RH/36RH/

37RH

Applying the same method of analysis, note that
both clutches are applied in D range third gear only. If the transmission slips in third gear, either the
front clutch or the rear clutch is slipping. By selecting another gear which does not use both
clutches, the slipping clutch can be determined. For example, if the transmission also slips in Reverse,
the front clutch is slipping. If the transmission does not slip in Reverse, the rear clutch is slipping.
If slippage occurs during the 3-4 shift or in fourth
gear, the overdrive clutch is slipping. Similarly, if
the direct clutch were to fail, the transmission would lose reverse gear and overrun braking in 2 (manual second gear) position would not occur. If the trans­
mission slips in any other two forward gears, the
transmission front section rear clutch may be slip­
ping.
If the transmission will not shift into fourth gear,
the control switch, overdrive solenoid or related wir­
ing may also be the problem cause.
This process of elimination can be used to deter­
mine the slipping unit and check operation. Proper use of the Clutch and Band Application Chart is the
key.
Although road test analysis will help determine
the slipping unit, the actual cause of a malfunction usually cannot be determined until hydraulic and air
pressure tests are performed. Practically any condi­ tion can be caused by leaking hydraulic circuits or sticking valves.
Unless the condition is obvious, such as no
drive in D range, first gear only, or no fourth
gear range, the transmission should not be dis­
assembled until hydraulic and air pressure tests
have been performed.

21 - 88
AUTOMATIC
TRANSMISSION—32RH/36RH/37RH/42RH/46RH
•

SHIFT

LEVER

POSITION
TRANSMISSION
CLUTCH

ES
AND
BANDS
OVERDRIVE
CLUTCHES
SHIFT

LEVER

POSITION FRONT
CLUTCH FRONT

BAND
REAR

CLUTCH
REAR

BAND
OVERRUN.

CLUTCH
OVERDRIVE

CLUTCH DIRECT
CLUTCH
OVERRUN.

CLUTCH

Reverse
X X
X

Drive
Range
First

Second

Third
Fourth
X
X X
X X
X X
X X
X
X X
X
X

2-Range:
(Manual

Second):
Second

First
X
X
X X X
X
X
X

1-Range
(Manual

Low):
First
X X X X
X

J9221-22
Fig.
2
Clutch
And
Band
Application-42RH/46RH
HYDRAULIC PRESSURE
TEST
«\ \\\REAR
\\v
-
LINE
FRONT
' M
SERVO
\\ PRESSURE
/S—'
SERVO

PRESSURE
TEST
PORT
LOCATIONS
\\\
W \\\ PO.RT, \ i PORT

There are pressure test ports at the accumulator,
front servo, rear servo and governor. On 42RH/46RH
transmissions, an additional port for overdrive clutch
pressure is provided at the left-rear of the case. Line pressure is checked at the accumulator port
on the right side of the case (Fig. 3). The front servo
pressure port is at the right side of the case just be­
hind the filler tube opening (Fig. 4). The rear servo pressure port is at the right rear of
the case (Fig. 3). The governor pressure port is at the left side of the extension housing (Fig. 4). On 42RH/46RH transmissions, the governor and
overdrive clutch pressure ports are at the rear of the
case (Fig. 5). Hydraulic test pressures range from a low of one
psi (6.895 kPa) governor pressure, to 300 psi (2068
kPa) at the rear servo pressure port in reverse. Two gauges are needed for the pressure test. Use
Pressure Gauge C-3292 to check pressure at the ac­
cumulator, front servo, governor and overdrive pres­
sure ports. Use 300 psi Pressure Gauge C-3293 to check pressure at the rear servo. The 300 psi gauge
can also be used to check all other pressures except
governor pressure.

PRESSURE
TEST
PROCEDURE
Connect a tachometer to the engine. Position the
tachometer so it can be observed from under the ve­
hicle. Raise the vehicle on hoist that will allow the wheels to rotate freely.

F
Fig.
3
Pressure
Test Ports At
Side
Of
Case

GOVERNOR

PRESSURE
PORT

Fig.
4
Pressure
Test Ports At Rear Of
Case

Test
One—Transmission
In 1
Range
This test checks pump output, pressure regula­

tion,
and condition of the rear clutch and rear servo circuits. Pressure Gauges C-3292 and C-3293 are required for this test.
(1) Connect 100 psi Gauge C-3292 to accumulator
(line pressure) port and connect 300 psi Gauge

•

AUTOMATIC
TRANSMISSION—32RH/36RH/37RH/42RH/46RH
21 - 89

Fig.
5
Pressure
Test Port
Locations—42RH/46RH
C-3293 to rear servo port (Figs. 3, 4). Be sure 300
psi gauge is connected to rear servo port.
(2) Disconnect throttle and gearshift cable/linkage
at transmission. (3) Start and run engine at 1000 rpm.
(4) Move transmission shift lever (on valve body
manual shaft) all way forward into 1 range.
(5) Read pressures on both gauges as transmission
throttle lever is moved from full forward to full rear­
ward position.
(6) Line pressure should be 54-60 psi (372-414
kPa) with throttle lever forward and gradually in­
crease to 90-96 psi (621-662 kPa) as lever is moved
rearward.
(7) Rear servo pressure should be same as line
pressure within 3 psi.

Test
Two—Transmission
In 2
Range

This test checks pump output and pressure
regulation. Use 100 psi Gauge C-3292 for this test. (1) Connect pressure gauge to accumulator (line
pressure) port (Fig. 3).
(2) Start and run engine at 1000 rpm.
(3) Move transmission shift lever (on valve body
manual shaft) one detent rearward from full forward
position. This is 2 range. (4) Move transmission throttle lever from full for­
ward to full rearward position and read pressure at
both gauges.
(5) Line pressure should be 54-60 psi 372-414 kPa)
with throttle lever forward and gradually increase to 90-96 psi ( 621-662 kPa) as lever is moved rearward.

Test
Three—Transmission
In D
Range
This test checks pressure regulation and con­
dition of the front and rear clutch circuits. Use
both pressure gauges for this test.
(1) Connect gauges to accumulator (line pressure)
and front servo ports (Fig. 3). Either pressure test
gauge can be used at either port.
(2) Start and run engine at 1600 rpm for this test.
(3) Move selector lever two detents rearward from
full forward position. This is D range.
(4) Read pressures on both gauges as transmission
throttle lever is moved from full forward to full rear­
ward position.
(5) Line pressure should be 54-60 psi (372-414
kPa) with throttle lever forward and gradually in­ crease as lever is moved rearward. (6) Front servo is pressurized only in D range and
should be same as line pressure within 3 psi (21 kPa)
up to downshift point.

Test
Four—Transmission
In
Reverse
This test checks pump output, pressure regula­
tion and the front clutch and rear servo circuits.
Use 300 psi Gauge C-3293 for this test.
(1) Connect pressure gauge to rear servo port

(Figs.
3 and 4). (2) Start and run engine at 1600 rpm for test. (3) Move valve body selector lever four detents
rearward from full forward position. This is Reverse
range.
(4) Move throttle lever fully forward then fully
rearward and note gauge readings.
(5) Pressure should be 145 - 175 psi (1000-1207
kPa) with lever forward and increase to 230 - 280 psi (1586-1931 kPa) as lever is moved rearward.

Test
Five—Governor
Pressure
This test checks governor operation by mea­
suring governor pressure response to changes in
engine speed. It is usually not necessary to check governor operation unless shift speeds
are incorrect or if the transmission will not
downshift. Use 100 psi Gauge C-3293 for this
test.
(1) Position vehicle on hoist that will allow rear
wheels to rotate freely.
(2) Connect pressure gauge to governor pressure
port (Figs. 4 and 5). (3) Start engine, shift the transmission into drive
(D) range and apply brakes to prevent rear wheels
from rotating.