Throttle DODGE RAM 1500 1998 2.G Workshop Manual

PRESSURE TEST
Overdrive clutch Fourth gear only Pressure should be 524-565 kPa (76-82 psi) with
closed throttle and increase to 965 kPa (140 psi) at 1/2
to 3/4 throttle.
Line pressure (at
accumulator)Closed throttle 372-414 kPa (54-60 psi).
Front servo Third or Fourth gear only No more than 21 kPa (3 psi) lower than line pressure.
Rear servo 1 range No more than 21 kPa (3 psi) lower than line pressure.
R range 1103 kPa (160 psi) at idle, builds to 1862 kPa (270 psi)
at 1600 rpm.
Governor D range closed throttle Pressure should respond smoothly to changes in mph
and return to 0-7 kPa (0-1.5 psi) when stopped with
transmission in D, 1, 2. Pressure above 7 kPa (1.5 psi)
at stand still will prevent transmission from
downshifting.
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Fitting, cooler line at trans 18 13 -
Bolt, torque convertor 47 35 -
Bolt, clevis bracket to crossmember 47 35 -
Bolt, clevis bracket to rear support 68 50 -
Bolt, driveplate to crankshaft 75 55 -
Plug, front band reaction 17 13 -
Locknut, front band adj. 34 25 -
Bolt, fluid pan 13.6 - 120
Screws, fluid filter 4 - 35
Bolt, oil pump 20 15 -
Bolt, overrunning clutch cam 17 13 -
Bolt, O/D to trans. 34 25 -
Bolt, O/D piston retainer 17 13 -
Plug, pressure test port 14 10 -
Bolt, reaction shaft support 20 15 -
Locknut, rear band 41 30 -
Bolt, valve body to case 12 - 100
Sensor, trans speed 27 20 -
Screw, solenoid wiring connector 4 - 35
Screw, solenoid to transfer plate 4 - 35
Bracket, transmission range sensor mounting 34 25 -
Screw, transmision range sensor to mounting
bracket5-45
21 - 190 AUTOMATIC TRANSMISSION - 48REDR
AUTOMATIC TRANSMISSION - 48RE (Continued)

SPECIAL TOOLS
RE TRANSMISSION
Pilot Studs C-3288-B
Oil Pressure Gauge - C-3292
Pressure Gauge - C-3293SP
Dial Indicator C-3339
Valve Spring Compressor C-3422-B
Adapter, Band Adjuster - C-3705
Puller/Slide Hammer, C-3752
Gauge, Throttle Setting - C-3763
Installer C-3860-A
Spring Compressor - C-3863-A
DRAUTOMATIC TRANSMISSION - 48RE 21 - 191
AUTOMATIC TRANSMISSION - 48RE (Continued)

LOW/REVERSE (REAR) BAND
The rear band holds the rear planet carrier sta-
tionary by being mounted around and applied to the
low/reverse drum.
ADJUSTMENTS
ADJUSTMENT - BANDS
FRONT BAND
The front (kickdown) band adjusting screw is
located on the left side of the transmission case
above the manual valve and throttle valve levers.
(1) Raise vehicle.
(2) Loosen band adjusting screw locknut (Fig. 72).
Then back locknut off 3-5 turns. Be sure adjusting
screw turns freely in case. Apply lubricant to screw
threads if necessary.
(3) Tighten band adjusting screw to 8 N´m (72 in.
lbs.) torque with an appropriate TorxŸ socket.
CAUTION: If Adapter C-3705 is needed to reach the
adjusting screw, tighten the screw to only 5 N´m
(47-50 in. lbs.) torque.
(4) Back off front band adjusting screw 1-3/4
turns.
(5) Hold adjuster screw in position and tighten
locknut to 41 N´m (30 ft. lbs.) torque.
(6) Lower vehicle.
REAR BAND
The transmission oil pan must be removed for
access to the rear band adjusting screw.
(1) Raise vehicle.
(2) Remove transmission oil pan and drain fluid.
(3) Loosen band adjusting screw locknut 5-6 turns.
Be sure adjusting screw turns freely in lever.
(4) Tighten adjusting screw to 8 N´m (72 in. lbs.)
torque (Fig. 73).
(5) Back off adjusting screw 3 turns.
(6) Hold adjusting screw in place and tighten lock-
nut to 34 N´m (25 ft. lbs.) torque.
(7) Position new gasket on oil pan and install pan
on transmission. Tighten pan bolts to 17 N´m (13 ft.
lbs.) torque.
(8) Lower vehicle and refill transmission with
MopartATF +4, Automatic Transmission fluid.
Fig. 72 Front Band Adjustment Screw Location
1 - LOCK-NUT
2 - FRONT BAND ADJUSTER
Fig. 73 Rear Band Adjustment Screw Location
1 - LOW-REVERSE BAND ADJUSTMENT
DRAUTOMATIC TRANSMISSION - 48RE 21 - 195
BANDS (Continued)

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 cylin-
der 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)
GOVERNOR PRESSURE SOLENOID VALVE
The solenoid valve is a duty-cycle solenoid which
regulates the governor pressure needed for upshifts
and downshifts. It is an electro-hydraulic device
located in the governor body on the valve body trans-
fer plate (Fig. 76).
Fig. 75 Brake Transmission Interlock Mechanism
1 - STEERING COLUMN
2 - GEARSHIFT CABLE
3 - GEARSHIFT CABLE LOCK TAB
4 - BTSI SOLENOID LOCK TAB
5 - BTSI CONNECTOR
Fig. 76 Governor Pressure Solenoid Valve
1 - SOLENOID FILTER
2 - GOVERNOR PRESSURE SOLENOID
DRAUTOMATIC TRANSMISSION - 48RE 21 - 197
BRAKE TRANSMISSION SHIFT INTERLOCK SYSTEM (Continued)

GOVERNOR PRESSURE SENSOR
The governor pressure sensor measures output
pressure of the governor pressure solenoid valve (Fig.
77).
GOVERNOR BODY AND TRANSFER PLATE
The transfer plate is designed to supply transmis-
sion line pressure to the governor pressure solenoid
valve and to return governor pressure.
The governor pressure solenoid valve is mounted in
the governor body. The body is bolted to the lower
side of the transfer plate (Fig. 77).
GOVERNOR PRESSURE CURVES
There are four governor pressure curves pro-
grammed into the transmission control module. The
different curves allow the control module to adjust
governor pressure for varying conditions. One curve
is used for operation when fluid temperature is at, or
below, ±1ÉC (30ÉF). A second curve is used when fluid
temperature is at, or above, 10ÉC (50ÉF) during nor-
mal city or highway driving. A third curve is used
during wide-open throttle operation. The fourth curve
is used when driving with the transfer case in low
range.
OPERATION
Compensation is required for performance varia-
tions of two of the input devices. Though the slope of
the transfer functions is tightly controlled, offset may
vary due to various environmental factors or manu-
facturing tolerances.
The pressure transducer is affected by barometric
pressure as well as temperature. Calibration of the
zero pressure offset is required to compensate for
shifting output due to these factors.
Normal calibration will be performed when sump
temperature is above 50 degrees F, or in the absenceof sump temperature data, after the first 10 minutes
of vehicle operation. Calibration of the pressure
transducer offset occurs each time the output shaft
speed falls below 200 RPM. Calibration shall be
repeated each 3 seconds the output shaft speed is
below 200 RPM. A 0.5 second pulse of 95% duty cycle
is applied to the governor pressure solenoid valve
and the transducer output is read during this pulse.
Averaging of the transducer signal is necessary to
reject electrical noise.
Under cold conditions (below 50 degrees F sump),
the governor pressure solenoid valve response may
be too slow to guarantee 0 psi during the 0.5 second
calibration pulse. Calibration pulses are continued
during this period, however the transducer output
valves are discarded. Transducer offset must be read
at key-on, under conditions which promote a stable
reading. This value is retained and becomes the off-
set during the9cold9period of operation.
GOVERNOR PRESSURE SOLENOID VALVE
The inlet side of the solenoid valve is exposed to
normal transmission line pressure. The outlet side of
the valve leads to the valve body governor circuit.
The solenoid valve regulates line pressure to pro-
duce governor pressure. The average current sup-
plied to the solenoid controls governor pressure. One
amp current produces zero kPa/psi governor pres-
sure. Zero amps sets the maximum governor pres-
sure.
The powertrain control module (PCM) turns on the
trans control relay which supplies electrical power to
the solenoid valve. Operating voltage is 12 volts
(DC). The PCM controls the ground side of the sole-
noid using the governor pressure solenoid control cir-
cuit.
GOVERNOR PRESSURE SENSOR
The sensor output signal provides the necessary
feedback to the PCM. This feedback is needed to ade-
quately control governor pressure.
GOVERNOR BODY AND TRANSFER PLATE
The transfer plate channels line pressure to the
solenoid valve through the governor body. It also
channels governor pressure from the solenoid valve
to the governor circuit. It is the solenoid valve that
develops the necessary governor pressure.
GOVERNOR PRESSURE CURVES
LOW TRANSMISSION FLUID TEMPERATURE
When the transmission fluid is cold the conven-
tional governor can delay shifts, resulting in higher
than normal shift speeds and harsh shifts. The elec-
tronically controlled low temperature governor pres-
Fig. 77 Governor Pressure Sensor
1 - GOVERNOR BODY
2 - GOVERNOR PRESSURE SENSOR/TRANSMISSION FLUID
TEMPERATURE THERMISTOR
21 - 198 AUTOMATIC TRANSMISSION - 48REDR
ELECTRONIC GOVERNOR (Continued)

sure curve is higher than normal to make the
transmission shift at normal speeds and sooner. The
PCM uses a temperature sensor in the transmission
oil sump to determine when low temperature gover-
nor pressure is needed.
NORMAL OPERATION
Normal operation is refined through the increased
computing power of the PCM and through access to
data on engine operating conditions provided by the
PCM that were not available with the previous
stand-alone electronic module. This facilitated the
development of a load adaptive shift strategy - the
ability to alter the shift schedule in response to vehi-
cle load condition. One manifestation of this capabil-
ity is grade9hunting9prevention - the ability of the
transmission logic to delay an upshift on a grade if
the engine does not have sufficient power to main-
tain speed in the higher gear. The 3-2 downshift and
the potential for hunting between gears occurs with a
heavily loaded vehicle or on steep grades. When
hunting occurs, it is very objectionable because shifts
are frequent and accompanied by large changes in
noise and acceleration.
WIDE OPEN THROTTLE OPERATION
In wide-open throttle (WOT) mode, adaptive mem-
ory in the PCM assures that up-shifts occur at the
preprogrammed optimum speed. WOT operation is
determined from the throttle position sensor, which
is also a part of the emission control system. The ini-
tial setting for the WOT upshift is below the opti-
mum engine speed. As WOT shifts are repeated, the
PCM learns the time required to complete the shifts
by comparing the engine speed when the shifts occur
to the optimum speed. After each shift, the PCM
adjusts the shift point until the optimum speed is
reached. The PCM also considers vehicle loading,
grade and engine performance changes due to high
altitude in determining when to make WOT shifts. It
does this by measuring vehicle and engine accelera-
tion and then factoring in the shift time.
TRANSFER CASE LOW RANGE OPERATION
On four-wheel drive vehicles operating in low
range, the engine can accelerate to its peak more
rapidly than in Normal range, resulting in delayed
shifts and undesirable engine9flare.9The low range
governor pressure curve is also higher than normal
to initiate upshifts sooner. The PCM compares elec-
tronic vehicle speed signal used by the speedometer
to the transmission output shaft speed signal to
determine when the transfer case is in low range.REMOVAL
(1) Hoist and support vehicle on safety stands.
(2) Remove transmission fluid pan and filter.
(3) Disengage wire connectors from pressure sen-
sor and solenoid (Fig. 78).
(4) Remove screws holding pressure solenoid
retainer to governor body.
(5) Separate solenoid retainer from governor (Fig.
79).
Fig. 78 Governor Solenoid And Pressure Sensor
1 - PRESSURE SENSOR
2 - PRESSURE SOLENOID
3 - GOVERNOR
Fig. 79 Pressure Solenoid Retainer
1 - PRESSURE SOLENOID RETAINER
2 - GOVERNOR
DRAUTOMATIC TRANSMISSION - 48RE 21 - 199
ELECTRONIC GOVERNOR (Continued)

SPEED SENSOR
DESCRIPTION
The speed sensor (Fig. 221) is located in the over-
drive gear case. The sensor is positioned over the
park gear and monitors transmission output shaft
rotating speed.
OPERATION
Speed sensor signals are triggered by the park
gear lugs as they rotate past the sensor pickup face.
Input signals from the sensor are sent to the trans-
mission control module for processing. Signals from
this sensor are shared with the powertrain control
module.
THROTTLE VALVE CABLE
DESCRIPTION
Transmission throttle valve cable (Fig. 222) adjust-
ment is extremely important to proper operation.
This adjustment positions the throttle valve, which
controls shift speed, quality, and part-throttle down-
shift sensitivity.
If cable setting is too loose, early shifts and slip-
page between shifts may occur. If the setting is too
tight, shifts may be delayed and part throttle down-
shifts may be very sensitive.
The transmission throttle valve is operated by a
cam on the throttle lever. The throttle lever is oper-
ated by an adjustable cable (Fig. 223). The cable is
attached to an arm mounted on the throttle lever
shaft. A retaining clip at the engine-end of the cable
is removed to provide for cable adjustment. The
retaining clip is then installed back onto the throttle
valve cable to lock in the adjustment.
Fig. 222 Throttle Valve Cable Attachment - At Engine
1 - THROTTLE VALVE CABLE
2 - CABLE BRACKET
3 - THROTTLE BODY LEVER
4 - ACCELERATOR CABLE
5 - SPEED CONTROL CABLE
Fig. 223 Throttle Valve Cable at Throttle Linkage
1 - THROTTLE LINKAGE
2 - THROTTLE VALVE CABLE LOCKING CLIP
3 - THROTTLE VALVE CABLE
Fig. 221 Transmission Output Speed Sensor
1 - TRANSMISSION OUTPUT SHAFT SPEED SENSOR
2 - SEAL
DRAUTOMATIC TRANSMISSION - 48RE 21 - 253

ADJUSTMENTS - THROTTLE VALVE CABLE
A correctly adjusted throttle valve cable will cause
the throttle lever on the transmission to move simul-
taneously with the throttle body lever from the idle
position. Proper adjustment will allow simultaneous
movement without causing the transmission throttle
lever to either move ahead of, or lag behind the lever
on the throttle body.
ADJUSTMENT VERIFICATION
(1) Turn ignition key to OFF position.
(2) Remove air cleaner.
(3) Verify that lever on throttle body is at curb idle
position (Fig. 224). Then verify that the transmission
throttle lever (Fig. 225) is also at idle (fully forward)
position.
(4) Slide cable off attachment stud on throttle body
lever.
(5) Compare position of cable end to attachment
stud on throttle body lever:
²Cable end and attachment stud should be
aligned (or centered on one another) to within 1 mm
(0.039 in.) in either direction (Fig. 226).
²If cable end and attachment stud are misaligned
(off center), cable will have to be adjusted as
described in Throttle Valve Cable Adjustment proce-
dure.
Fig. 225 Throttle Valve Cable at Transmission
1 - TRANSMISSION SHIFTER CABLE
2 - THROTTLE VALVE CABLE
3 - TRANSFER CASE SHIFTER CABLE
4 - TRANSFER CASE SHIFTER CABLE BRACKET RETAINING
BOLT(1OR2)
5 - THROTTLE VALVE CABLE BRACKET RETAINING BOLT
6 - ELECTRICAL CONNECTORS
7 - TRANSMISSION FLUID LINES
Fig. 226 Throttle Valve Cable at Throttle Linkage
1 - THROTTLE LINKAGE
2 - THROTTLE VALVE CABLE LOCKING CLIP
3 - THROTTLE VALVE CABLE
Fig. 224 Throttle Valve Cable Attachment - At
Engine
1 - THROTTLE VALVE CABLE
2 - CABLE BRACKET
3 - THROTTLE BODY LEVER
4 - ACCELERATOR CABLE
5 - SPEED CONTROL CABLE
21 - 254 AUTOMATIC TRANSMISSION - 48REDR
THROTTLE VALVE CABLE (Continued)

(6) Reconnect cable end to attachment stud. Then
with aid of a helper, observe movement of transmis-
sion throttle lever and lever on throttle body.
²If both levers move simultaneously from idle to
half-throttle and back to idle position, adjustment is
correct.
²If transmission throttle lever moves ahead of, or
lags behind throttle body lever, cable adjustment will
be necessary. Or, if throttle body lever prevents
transmission lever from returning to closed position,
cable adjustment will be necessary.
ADJUSTMENT PROCEDURE
(1) Turn ignition switch to OFF position.
(2) Remove air cleaner if necessary.
(3) Disconnect cable end from attachment stud.
Carefully slide cable off stud. Do not pry or pull
cable off.
(4) Verify that transmission throttle lever is in
fully closed position. Then be sure lever on throttle
body is at curb idle position.
(5) Pry the T.V. cable lock (A) into the UP position
(Fig. 226). This will unlock the cable and allow for
readjustment.
(6) Apply just enough tension on the T.V. cable (B)
to remove any slack in the cable.Pulling too tight
will cause the T.V. lever on the transmission to
move out of its idle position, which will result
in an incorrect T.V. cable adjustment.Slide the
sheath of the T.V. cable (D) back and forth until the
centerlines of the T.V. cable end (B) and the throttle
bell crank lever (C) are aligned within one millimeter
(1mm) (Fig. 226).
(7) While holding the T.V. cable in the set position
push the T.V. cable lock (A) into the down position
(Fig. 226). This will lock the present T.V. cable
adjustment.
NOTE: Be sure that as the cable is pulled forward
and centered on the throttle lever stud, the cable
housing moves smoothly with the cable. Due to the
angle at which the cable housing enters the spring
housing, the cable housing may bind slightly and
create an incorrect adjustment.
(8) Reconnect the T.V. cable (B) to the throttle
bellcrank lever (C).
(9) Check cable adjustment. Verify transmission
throttle lever and lever on throttle body move simul-
taneously.
TORQUE CONVERTER
DESCRIPTION
The torque converter (Fig. 227) is a hydraulic
device that couples the engine crankshaft to the
transmission. The torque converter consists of an
outer shell with an internal turbine, a stator, an
overrunning clutch, an impeller and an electronically
applied converter clutch. The converter clutch pro-
vides reduced engine speed and greater fuel economy
when engaged. Clutch engagement also provides
reduced transmission fluid temperatures. The torque
converter hub drives the transmission oil (fluid)
pump.
The torque converter is a sealed, welded unit that
is not repairable and is serviced as an assembly.
CAUTION: The torque converter must be replaced if
a transmission failure resulted in large amounts of
metal or fiber contamination in the fluid. If the fluid
is contaminated, flush the all transmission fluid
cooler(s) and lines.
Fig. 227 Torque Converter Assembly
1 - TURBINE
2 - IMPELLER
3 - HUB
4-STATOR
5 - FRONT COVER
6 - CONVERTER CLUTCH DISC
7 - DRIVE PLATE
DRAUTOMATIC TRANSMISSION - 48RE 21 - 255
THROTTLE VALVE CABLE (Continued)

STATOR
Torque multiplication is achieved by locking the
stator's over-running clutch to its shaft (Fig. 234).
Under stall conditions the turbine is stationary and
the oil leaving the turbine blades strikes the face of
the stator blades and tries to rotate them in a coun-
terclockwise direction. When this happens the over-
running clutch of the stator locks and holds the
stator from rotating. With the stator locked, the oil
strikes the stator blades and is redirected into a
ªhelpingº direction before it enters the impeller. This
circulation of oil from impeller to turbine, turbine to
stator, and stator to impeller, can produce a maxi-
mum torque multiplication of about 1.75:1. As the
turbine begins to match the speed of the impeller, the
fluid that was hitting the stator in such as way as to
cause it to lock-up is no longer doing so. In this con-
dition of operation, the stator begins to free wheel
and the converter acts as a fluid coupling.
TORQUE CONVERTER CLUTCH (TCC)
The torque converter clutch is hydraulically
applied or released when fluid is feed or vented from
the hydraulic circuit by the torque converter control
(TCC) solenoid on the valve body. The torque con-
verter clutch is controlled by the Powertrain Control
Module (PCM). The torque converter clutch engages
in FOURTH gear, and in THIRD gear under various
conditions, such as when the O/D switch is OFF, orwhen the vehicle is cruising on a level surface after
the vehicle has warmed up. The torque converter
clutch can also be engaged in the MANUAL SEC-
OND gear position if high transmission temperatures
are sensed by the PCM. The torque converter clutch
may disengage momentarily when an increase in
engine load is sensed by the PCM, such as when the
vehicle begins to go uphill or the throttle pressure is
increased.
REMOVAL
(1) Remove transmission and torque converter
from vehicle.
(2) Place a suitable drain pan under the converter
housing end of the transmission.
CAUTION: Verify that transmission is secure on the
lifting device or work surface, the center of gravity
of the transmission will shift when the torque con-
verter is removed creating an unstable condition.
The torque converter is a heavy unit. Use caution
when separating the torque converter from the
transmission.
(3) Pull the torque converter forward until the cen-
ter hub clears the oil pump seal.
(4) Separate the torque converter from the trans-
mission.
INSTALLATION
Check converter hub and drive notches for sharp
edges, burrs, scratches, or nicks. Polish the hub and
notches with 320/400 grit paper or crocus cloth if nec-
essary. The hub must be smooth to avoid damaging
the pump seal at installation.
(1) Lubricate oil pump seal lip with transmission
fluid.
(2) Place torque converter in position on transmis-
sion.
CAUTION: Do not damage oil pump seal or bushing
while inserting torque converter into the front of the
transmission.
(3) Align torque converter to oil pump seal open-
ing.
(4) Insert torque converter hub into oil pump.
(5) While pushing torque converter inward, rotate
converter until converter is fully seated in the oil
pump gears.
Fig. 234 Stator Operation
1 - DIRECTION STATOR WILL FREE WHEEL DUE TO OIL
PUSHING ON BACKSIDE OF VANES
2 - FRONT OF ENGINE
3 - INCREASED ANGLE AS OIL STRIKES VANES
4 - DIRECTION STATOR IS LOCKED UP DUE TO OIL PUSHING
AGAINST STATOR VANES
21 - 260 AUTOMATIC TRANSMISSION - 48REDR
TORQUE CONVERTER (Continued)