DODGE RAM 1500 1998 2.G Workshop Manual

SECOND GEAR POWERFLOW
In DRIVE-SECOND (Fig. 7), the same elements
are applied as in MANUAL-SECOND. Therefore, the
power flow will be the same, and both gears will be
discussed as one in the same. In DRIVE-SECOND,
the transmission has proceeded from first gear to its
shift point, and is shifting from first gear to second.
The second gear shift is obtained by keeping the rear
clutch applied and applying the front (kickdown)
band. The front band holds the front clutch retainer
that is locked to the sun gear driving shell. With the
rear clutch still applied, the input is still on the front
annulus gear turning it clockwise at engine speed.Now that the front band is holding the sun gear sta-
tionary, the annulus rotation causes the front planets
to rotate in a clockwise direction. The front carrier is
then also made to rotate in a clockwise direction but
at a reduced speed. This will transmit the torque to
the output shaft, which is directly connected to the
front planet carrier. The rear planetary annulus gear
will also be turning because it is directly splined to
the output shaft. All power flow has occurred in the
front planetary gear set during the drive-second
stage of operation, and now the over-running clutch,
in the rear of the transmission, is disengaged and
freewheeling on its hub.
Fig. 7 Second Gear Powerflow
1 - KICKDOWN BAND APPLIED 6 - INPUT SHAFT
2 - OUTPUT SHAFT 7 - REAR CLUTCH APPLIED
3 - REAR CLUTCH ENGAGED 8 - KICKDOWN BAND APPLIED
4 - OUTPUT SHAFT 9 - INPUT SHAFT
5 - OVER-RUNNING CLUTCH FREE-WHEELING
21 - 138 AUTOMATIC TRANSMISSION - 48REDR
AUTOMATIC TRANSMISSION - 48RE (Continued)

DIRECT DRIVE POWERFLOW
The vehicle has accelerated and reached the shift
point for the 2-3 upshift into direct drive (Fig. 8).
When the shift takes place, the front band is
released, and the front clutch is applied. The rear
clutch stays applied as it has been in all the forward
gears. With the front clutch now applied, engine
torque is now on the front clutch retainer, which is
locked to the sun gear driving shell. This means that
the sun gear is now turning in engine rotation (clock-
wise) and at engine speed. The rear clutch is still
applied so engine torque is also still on the front
annulus gear. If two members of the same planetary
set are driven, direct drive results. Therefore, when
two members are rotating at the same speed and in
the same direction, it is the same as being locked up.
The rear planetary set is also locked up, given the
sun gear is still the input, and the rear annulus gear
must turn with the output shaft. Both gears are
turning in the same direction and at the same speed.
The front and rear planet pinions do not turn at all
in direct drive. The only rotation is the input from
the engine to the connected parts, which are acting
as one common unit, to the output shaft.
FOURTH GEAR POWERFLOW
Fourth gear overdrive range is electronically con-
trolled and hydraulically activated. Various sensor
inputs are supplied to the powertrain control module
to operate the overdrive solenoid on the valve body.
The solenoid contains a check ball that opens and
closes a vent port in the 3-4 shift valve feed passage.
The overdrive solenoid (and check ball) are not ener-
gized in first, second, third, or reverse gear. The vent
port remains open, diverting line pressure from the
2-3 shift valve away from the 3-4 shift valve. The
Tow/Haul control switch must be in the ON position
to transmit overdrive status to the PCM. A 3-4
upshift occurs only when the overdrive solenoid is
energized by the PCM. The PCM energizes the over-
drive solenoid during the 3-4 upshift. This causes the
solenoid check ball to close the vent port allowing
line pressure from the 2-3 shift valve to act directly
on the 3-4 upshift valve. Line pressure on the 3-4
shift valve overcomes valve spring pressure moving
the valve to the upshift position. This action exposes
the feed passages to the 3-4 timing valve, 3-4 quick
fill valve, 3-4 accumulator, and ultimately to the
overdrive piston. Line pressure through the timing
Fig. 8 Direct Drive Powerflow
1 - FRONT CLUTCH APPLIED 6 - INPUT SHAFT
2 - OVER-RUNNING CLUTCH FREE-WHEELING 7 - OVER-RUNNING CLUTCH FREE-WHEELING
3 - OUTPUT SHAFT 8 - REAR CLUTCH APPLIED
4 - REAR CLUTCH APPLIED 9 - FRONT CLUTCH APPLIED
5 - OUTPUT SHAFT 10 - INPUT SHAFT
DRAUTOMATIC TRANSMISSION - 48RE 21 - 139
AUTOMATIC TRANSMISSION - 48RE (Continued)

valve moves the overdrive piston into contact with
the overdrive clutch. The direct clutch is disengaged
before the overdrive clutch is engaged. The boost
valve provides increased fluid apply pressure to the
overdrive clutch during 3-4 upshifts, and when accel-
erating in fourth gear. The 3-4 accumulator cushions
overdrive clutch engagement to smooth 3-4 upshifts.
The accumulator is charged at the same time as
apply pressure acts against the overdrive piston.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - AUTOMATIC
TRANSMISSION
Automatic transmission problems can be a result of
poor engine performance, incorrect fluid level, incor-
rect linkage or cable adjustment, band or hydraulic
control pressure adjustments, hydraulic system mal-
functions or electrical/mechanical component mal-
functions. Begin diagnosis by checking the easily
accessible items such as: fluid level and condition,
linkage adjustments and electrical connections. A
road test will determine if further diagnosis is neces-
sary.
DIAGNOSIS AND TESTING - PRELIMINARY
Two basic procedures are required. One procedure
for vehicles that are drivable and an alternate proce-
dure for disabled vehicles (will not back up or move
forward).
VEHICLE IS DRIVEABLE
(1) Check for transmission fault codes using DRBt
scan tool.
(2) Check fluid level and condition.
(3) Adjust throttle and gearshift linkage if com-
plaint was based on delayed, erratic, or harsh shifts.
(4) Road test and note how transmission upshifts,
downshifts, and engages.
(5) Perform hydraulic pressure test if shift prob-
lems were noted during road test.
(6) Perform air-pressure test to check clutch-band
operation.
VEHICLE IS DISABLED
(1) Check fluid level and condition.
(2) Check for broken or disconnected gearshift or
throttle linkage.
(3) Check for cracked, leaking cooler lines, or loose
or missing pressure-port plugs.
(4) Raise and support vehicle on safety stands,
start engine, shift transmission into gear, and note
following:
(a) If propeller shaft turns but wheels do not,
problem is with differential or axle shafts.
(b) If propeller shaft does not turn and transmis-
sion is noisy, stop engine. Remove oil pan, and
check for debris. If pan is clear, remove transmis-
sion and check for damaged drive plate, converter,
oil pump, or input shaft.
(c) If propeller shaft does not turn and transmis-
sion is not noisy, perform hydraulic-pressure test to
determine if problem is hydraulic or mechanical.
DIAGNOSIS AND TESTING - ROAD TESTING
Before road testing, be sure the fluid level and con-
trol cable adjustments have been checked and
adjusted if necessary. Verify that diagnostic trouble
codes have been resolved.
Observe engine performance during the road test.
A poorly tuned engine will not allow accurate analy-
sis of transmission operation.
Operate the transmission in all gear ranges. Check
for shift variations and engine flare which indicates
slippage. Note if shifts are harsh, spongy, delayed,
early, or if part throttle downshifts are sensitive.
Slippage indicated by engine flare, usually means
clutch, band or overrunning clutch problems. If the
condition is advanced, an overhaul will be necessary
to restore normal operation.
A slipping clutch or band can often be determined
by comparing which internal units are applied in the
various gear ranges. The Clutch and Band Applica-
tion chart provides a basis for analyzing road test
results.
21 - 140 AUTOMATIC TRANSMISSION - 48REDR
AUTOMATIC TRANSMISSION - 48RE (Continued)

CLUTCH AND BAND APPLICATION CHART
SHIFT
LEVER
POSITIONTRANSMISSION CLUTCHES AND BANDS OVERDRIVE CLUTCHES
FRONT
CLUTCHFRONT
BANDREAR
CLUTCHREAR
BANDOVER-
RUNNING
CLUTCHOVER-
DRIVE
CLUTCHDIRECT
CLUTCHOVER-
RUNNING
CLUTCH
Reverse X X X
Drive -
FirstXXXX
Drive -
SecondXX X X
Drive -
ThirdXX XX
Drive -
FourthXX X
Manual
SecondXX X X
Manual
FirstXXX X X
Note that 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.
Note that the overdrive clutch is applied only in
fourth gear and the overdrive direct clutch and over-
running 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 faulty. Similarly, if slippage
occurs in any two forward gears, the rear clutch is
slipping.
Applying the same method of analysis, note that
the front and rear clutches are applied simulta-
neously only in D range third and fourth gear. If the
transmission slips in third gear, either the front
clutch or the rear clutch is slipping.
If the transmission slips in fourth gear but not in
third gear, the overdrive clutch is slipping. By select-
ing another gear which does not use these clutches,
the slipping unit 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 only in
fourth gear, the overdrive clutch is slipping. Simi-
larly, if the direct clutch were to fail, the transmis-
sion would lose both reverse gear and overrun
braking in 2 position (manual second gear).
If the transmission will not shift to fourth gear, the
control switch, overdrive solenoid or related wiring
may also be the problem cause.This process of elimination can be used to identify
a 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 usu-
ally 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 a malfunction is obvious, such as no drive
in D range first gear, do not disassemble the trans-
mission. Perform the hydraulic and air pressure tests
to help determine the probable cause.
DIAGNOSIS AND TESTING - HYDRAULIC
PRESSURE TEST
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.
An accurate tachometer and pressure test gauges
are required. Test Gauge C-3292 has a 100 psi range
and is used at the accumulator, governor, and front
servo ports. Test Gauge C-3293-SP has a 300 psi
range and is used at the rear servo and overdrive
ports where pressures exceed 100 psi.
Pressure Test Port Locations
Test ports are located at both sides of the transmis-
sion case (Fig. 9).
Line pressure is checked at the accumulator port
on the right side of the case. The front servo pressure
port is at the right side of the case just behind the
filler tube opening.
DRAUTOMATIC TRANSMISSION - 48RE 21 - 141
AUTOMATIC TRANSMISSION - 48RE (Continued)

The rear servo and governor pressure ports are at
the right rear of the transmission case. The overdrive
clutch pressure port is at the left rear of the case.
Test One - Transmission In Manual Low
This test checks pump output, pressure regulation,
and condition of the rear clutch and servo circuit.
Both test gauges are required for this test.
(1) Connect tachometer to engine. Position tachom-
eter so it can be observed from driver seat if helper
will be operating engine. Raise vehicle on hoist that
will allow rear wheels to rotate freely.
(2) Connect 100 psi Gauge C-3292 to accumulator
port. Then connect 300 psi Gauge C-3293-SP to rear
servo port.
(3) Disconnect throttle and gearshift cables from
levers on transmission valve body manual shaft.
(4) Have helper start and run engine at 1000 rpm.
(5) Move transmission shift lever fully forward
into 1 range.
(6) Gradually move transmission throttle lever
from full forward to full rearward position and note
pressures on both gauges:²Line pressure at accumulator port should be
54-60 psi (372-414 kPa) with throttle lever forward
and gradually increase to 90-96 psi (621-662 kPa) as
throttle lever is moved rearward.
²Rear servo pressure should be same as line pres-
sure within 3 psi (20.68 kPa).
Test Two - Transmission In 2 Range
This test checks pump output, line pressure and
pressure regulation. Use 100 psi Test Gauge C-3292
for this test.
(1) Leave vehicle in place on hoist and leave Test
Gauge C-3292 connected to accumulator port.
(2) Have helper start and run engine at 1000 rpm.
(3) Move transmission shift lever one detent rear-
ward from full forward position. This is 2 range.
(4) Move transmission throttle lever from full for-
ward to full rearward position and read pressure on
gauge.
(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 Third Gear
This test checks pressure regulation and condition
of the clutch circuits. Both test gauges are required
for this test.
(1) Turn OD switch off.
(2) Leave vehicle on hoist and leave Gauge C-3292
in place at accumulator port.
(3) Move Gauge C-3293-SP over to front servo port
for this test.
(4) Have helper start and run engine at 1600 rpm
for this test.
(5) Move transmission shift lever two detents rear-
ward from full forward position. This is D range.
(6) Read pressures on both gauges as transmission
throttle lever is gradually moved from full forward to
full rearward position:
²Line pressure at accumulator in D range third
gear, should be 54-60 psi (372-414 kPa) with throttle
lever forward and increase as lever is moved rear-
ward.
²Front servo pressure in D range third gear,
should be within 3 psi (21 kPa) of line pressure up to
kickdown point.
Test Four - Transmission In Reverse
This test checks pump output, pressure regulation
and the front clutch and rear servo circuits. Use 300
psi Test Gauge C-3293-SP for this test.
(1) Leave vehicle on hoist and leave gauge C-3292
in place at accumulator port.
(2) Move 300 psi Gauge C-3293-SP back to rear
servo port.
Fig. 9 Pressure Test Port Locations
1 - REAR SERVO TEST PORT
2 - GOVERNOR TEST PORT
3 - ACCUMULATOR TEST PORT
4 - FRONT SERVO TEST PORT
5 - OVERDRIVE CLUTCH TEST PORT
21 - 142 AUTOMATIC TRANSMISSION - 48REDR
AUTOMATIC TRANSMISSION - 48RE (Continued)

(3) Have helper start and run engine at 1600 rpm
for test.
(4)
Move transmission shift lever four detents rear-
ward from full forward position. This is Reverse range.
(5) Move transmission throttle lever fully forward
then fully rearward and note reading at Gauge
C-3293-SP.
(6) Pressure should be 145 - 175 psi (1000-1207
kPa) with throttle lever forward and increase to 230 -
280 psi (1586-1931 kPa) as lever is gradually moved
rearward.
Test Five - Governor Pressure
This test checks governor operation by measuring
governor pressure response to changes in vehicle
speed. It is usually not necessary to check governor
operation unless shift speeds are incorrect or if the
transmission will not downshift. The test should be
performed on the road or on a hoist that will allow
the rear wheels to rotate freely.
(1) Move 100 psi Test Gauge C-3292 to governor
pressure port.
(2) Move transmission shift lever two detents rear-
ward from full forward position. This is D range.
(3) Have helper start and run engine at curb idle
speed. Then firmly apply service brakes so wheels
will not rotate.
(4) Note governor pressure:
²
Governor pressure should be no more than 20.6
kPa (3 psi) at curb idle speed and wheels not rotating.
²If pressure exceeds 20.6 kPa (3 psi), a fault
exists in governor pressure control system.
(5) Release brakes, slowly increase engine speed,
and observe speedometer and pressure test gauge (do
not exceed 30 mph on speedometer). Governor pres-
sure should increase in proportion to vehicle speed.
Or approximately 6.89 kPa (1 psi) for every 1 mph.
(6) Governor pressure rise should be smooth and
drop back to no more than 20.6 kPa (3 psi), after
engine returns to curb idle and brakes are applied to
prevent wheels from rotating.
(7)
Compare results of pressure test with analysis
chart.
Test Six - Transmission In Overdrive Fourth Gear
This test checks line pressure at the overdrive
clutch in fourth gear range. Use 300 psi Test Gauge
C-3293-SP for this test. The test should be performed
on the road or on a chassis dyno.
(1)
Remove tachometer; it is not needed for this test.
(2) Move 300 psi Gauge to overdrive clutch pres-
sure test port. Then remove other gauge and reinstall
test port plug.
(3) Lower vehicle.
(4) Turn OD switch on.(5) Secure test gauge so it can be viewed from
drivers seat.
(6) Start engine and shift into D range.
(7) Increase vehicle speed gradually until 3-4 shift
occurs and note gauge pressure.
(8) Pressure should be 524-565 kPa (76-82 psi)
with closed throttle and increase to 690-896 kPa
(100-130 psi) at 1/2 to 3/4 throttle. Note that pres-
sure can increase to around 965 kPa (140 psi) at full
throttle.
(9) Return to shop or move vehicle off chassis
dyno.
PRESSURE TEST ANALYSIS CHART
TEST CONDITION INDICATION
Line pressure OK during
any one testPump and regulator
valve OK
Line pressure OK in R
but low in D, 2, 1Leakage in rear clutch
area (seal rings, clutch
seals)
Pressure low in D Fourth
Gear RangeOverdrive clutch piston
seal, or check ball
problem
Pressure OK in 1, 2 but
low in D3 and RLeakage in front clutch
area
Pressure OK in 2 but low
in R and 1Leakage in rear servo
Front servo pressure in 2 Leakage in servo; broken
servo ring or cracked
servo piston
Pressure low in all
positionsClogged filter, stuck
regulator valve, worn or
faulty pump, low oil level
Governor pressure too
high at idle speedGovernor pressure
solenoid valve system
fault. Refer to diagnostic
book.
Governor pressure low at
all mph figuresFaulty governor pressure
solenoid, transmission
control module, or
governor pressure
sensor
Lubrication pressure low
at all throttle positionsClogged fluid cooler or
lines, seal rings leaking,
worn pump bushings,
pump, clutch retainer, or
clogged filter.
Line pressure high Output shaft plugged,
sticky regulator valve
Line pressure low Sticky regulator valve,
clogged filter, worn pump
DRAUTOMATIC TRANSMISSION - 48RE 21 - 143
AUTOMATIC TRANSMISSION - 48RE (Continued)

DIAGNOSIS AND TESTING - AIR TESTING
TRANSMISSION CLUTCH AND BAND
OPERATION
Air-pressure testing can be used to check transmis-
sion front/rear clutch and band operation. The test
can be conducted with the transmission either in the
vehicle or on the work bench, as a final check, after
overhaul.
Air-pressure testing requires that the oil pan and
valve body be removed from the transmission. The
servo and clutch apply passages are shown (Fig. 10).
Front Clutch Air Test
Place one or two fingers on the clutch housing and
apply air pressure through front clutch apply pas-
sage. Piston movement can be felt and a soft thump
heard as the clutch applies.
Rear Clutch Air Test
Place one or two fingers on the clutch housing and
apply air pressure through rear clutch apply passage.
Piston movement can be felt and a soft thump heard
as the clutch applies.
Front Servo Air Test
Apply air pressure to the front servo apply pas-
sage. The servo rod should extend and cause the
band to tighten around the drum. Spring pressure
should release the servo when air pressure is
removed.
Rear Servo Air Test
Apply air pressure to the rear servo apply passage.
The servo rod should extend and cause the band to
tighten around the drum. Spring pressure should
release the servo when air pressure is removed.
DIAGNOSIS AND TESTING - CONVERTER
HOUSING FLUID LEAK
When diagnosing converter housing fluid leaks,
two items must be established before repair.
(1) Verify that a leak condition actually exists.
(2) Determined the true source of the leak.
Some suspected converter housing fluid leaks may
not be leaks at all. They may only be the result of
residual fluid in the converter housing, or excess
fluid spilled during factory fill or fill after repair.
Converter housing leaks have several potential
sources. Through careful observation, a leak source
can be identified before removing the transmission
for repair. Pump seal leaks tend to move along the
drive hub and onto the rear of the converter. Pump
body leaks follow the same path as a seal leak (Fig.
11). Pump vent or pump attaching bolt leaks are gen-
erally deposited on the inside of the converter hous-
ing and not on the converter itself (Fig. 11). Pump
o-ring or gasket leaks usually travel down the inside
of the converter housing. Front band lever pin plug
leaks are generally deposited on the housing and not
on the converter.
Fig. 10 Air Pressure Test Passages
1 - LINE PRESSURE TO ACCUMULATOR
2 - REAR SERVO APPLY
3 - FRONT SERVO APPLY
4 - FRONT SERVO RELEASE
5 - PUMP SUCTION
6 - PUMP PRESSURE
7 - FRONT CLUTCH APPLY
8 - REAR CLUTCH APPLY
9 - TO TORQUE CONVERTOR
10 - TO COOLER
11 - FROM TORQUE CONVERTER
21 - 144 AUTOMATIC TRANSMISSION - 48REDR
AUTOMATIC TRANSMISSION - 48RE (Continued)

TORQUE CONVERTER LEAK POINTS
Possible sources of converter leaks are:
²Leaks at the weld joint around the outside diam-
eter weld.
²Leaks at the converter hub weld.
CONVERTER HOUSING AREA LEAK CORRECTION
(1) Remove converter.
(2) Tighten front band adjusting screw until band
is tight around front clutch retainer. This prevents
front/rear clutches from coming out when oil pump is
removed.
(3) Remove oil pump and remove pump seal.
Inspect pump housing drainback and vent holes for
obstructions. Clear holes with solvent and wire.(4) Inspect pump bushing and converter hub. If
bushing is scored, replace it. If converter hub is
scored, either polish it with crocus cloth or replace
converter.
(5) Install new pump seal, O-ring, and gasket.
Replace oil pump if cracked, porous or damaged in
any way. Be sure to loosen the front band before
installing the oil pump, damage to the oil pump seal
may occur if the band is still tightened to the front
clutch retainer.
(6) Loosen kickdown lever pin access plug three
turns. Apply LoctiteŸ 592, or PermatextNo.2to
plug threads and tighten plug to 17 N´m (150 in. lbs.)
torque.
(7) Adjust front band.
(8) Lubricate pump seal and converter hub with
transmission fluid or petroleum jelly and install con-
verter.
(9) Install transmission and converter housing
dust shield.
(10) Lower vehicle.
DIAGNOSIS AND TESTING - DIAGNOSIS
CHARTS
The diagnosis charts provide additional reference
when diagnosing a transmission fault. The charts
provide general information on a variety of transmis-
sion, overdrive unit and converter clutch fault condi-
tions.
The hydraulic flow charts in the Schematics and
Diagrams section of this group, outline fluid flow and
hydraulic circuitry. Circuit operation is provided for
PARK, NEUTRAL, FIRST, SECOND, THIRD,
FOURTH, MANUAL FIRST, MANUAL SECOND,
and REVERSE gear ranges. Normal working pres-
sures are also supplied for each of the gear ranges.
Fig. 11 Converter Housing Leak Paths
1 - PUMP SEAL
2 - PUMP VENT
3 - PUMP BOLT
4 - PUMP GASKET
5 - CONVERTER HOUSING
6 - CONVERTER
7 - REAR MAIN SEAL LEAK
DRAUTOMATIC TRANSMISSION - 48RE 21 - 145
AUTOMATIC TRANSMISSION - 48RE (Continued)

DIAGNOSIS CHARTS
CONDITION POSSIBLE CAUSES CORRECTION
HARSH ENGAGEMENT
(FROM NEUTRAL TO
DRIVE OR REVERSE)1. Fluid Level Low. 1. Add Fluid
2. Throttle Linkage Mis-adjusted. 2. Adjust linkage - setting may be too long.
3. Mount and Driveline Bolts Loose. 3. Check engine mount, transmission
mount, propeller shaft, rear spring to body
bolts, rear control arms, crossmember and
axle bolt torque. Tighten loose bolts and
replace missing bolts.
4. U-Joint Worn/Broken. 4. Remove propeller shaft and replace
U-Joint.
5. Axle Backlash Incorrect. 5. Check per Service Manual. Correct as
needed.
6. Hydraulic Pressure Incorrect. 6. Check pressure. Remove, overhaul or
adjust valve body as needed.
7. Band Mis-adjusted. 7. Adjust rear band.
8. Valve Body Check Balls Missing. 8. Inspect valve body for proper check ball
installation.
9. Axle Pinion Flange Loose. 9. Replace nut and check pinion threads
before installing new nut. Replace pinion
gear if threads are damaged.
10. Clutch, band or planetary
component damaged.10. Remove, disassemble and repair
transmission as necessary.
11. Converter Clutch Faulty. 11. Replace converter and flush cooler and
line before installing new converter.
21 - 146 AUTOMATIC TRANSMISSION - 48REDR
AUTOMATIC TRANSMISSION - 48RE (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
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. Transfer case failure can plug cooler.
NO DRIVE RANGE
(REVERSE OK)1. Fluid Level Low. 1. Add fluid and check for leaks if drive is
restored.
2. Gearshift Linkage/Cable
Loose/Misadjusted.2. Repair or replace linkage components.
3. Rear Clutch Burnt. 3. Remove and disassemble transmission
and rear clutch and seals. Repair/replace
worn or damaged parts as needed.
4. Valve Body Malfunction. 4. Remove and disassemble valve body.
Replace assembly if any valves or bores
are damaged.
5. Transmission Overrunning Clutch
Broken.5. Remove and disassemble transmission.
Replace overrunning clutch.
6. Input Shaft Seal Rings Worn/
Damaged.6. Remove and disassemble transmission.
Replace seal rings and any other worn or
damaged parts.
7. Front Planetary Failed Broken. 7. Remove and repair.
DRAUTOMATIC TRANSMISSION - 48RE 21 - 147
AUTOMATIC TRANSMISSION - 48RE (Continued)