ECU DODGE RAM 2001 Service Repair Manual

Replace the drum and race as an assembly if
either component is damaged.
Examine the overdrive piston retainer carefully for
wear, cracks, scoring or other damage. Be sure the
retainer hub is a snug fit in the case and drum.
Replace the retainer if worn or damaged.
ASSEMBLY
(1) Temporarily install overdrive piston retainer in
case. Use 3-4 bolts to secure retainer.
(2) Align and start new clutch cam in the trans-
mission case. Be sure serrations on cam and in case
are aligned (Fig. 189). Then tap cam into case just
enough to hold it in place.(3) Verify that cam is correctly positioned before
proceeding any further. Narrow ends of cam ramps
should be to left when cam is viewed from front end
of case (Fig. 189).
(4) Insert Adapter Tool SP-5124 into piston
retainer (Fig. 190).
(5) Assemble Puller Bolt SP-3701 and Press Plate
SP-3583-A (Fig. 191).
Fig. 189 Positioning Replacement Clutch Cam In
Case
1 - ALIGN SERRATIONS ON CAM AND IN CASE
2 - CLUTCH CAM
Fig. 188 Overrunning Clutch Cam
1 - PIN PUNCH
2 - REAR SUPPORT BOLT HOLES
Fig. 190 Positioning Adapter Tool In Overdrive
Piston Retainer
1 - PISTON RETAINER
2 - SPECIAL TOOL SP-5124
Fig. 191 Assembling Clutch Cam Puller Bolt And
Press Plate
1 - PULLER BOLT SP-3701
2 - PRESS PLATE SP-3583-A
BR/BEAUTOMATIC TRANSMISSION - 46RE 21 - 581
OVERRUNNING CLUTCH CAM/OVERDRIVE PISTON RETAINER (Continued)

(6) Install assembled puller plate and bolt (Fig.
192). Insert bolt through cam, case and adapter tool.
Be sure plate is seated squarely on cam.
(7) Hold puller plate and bolt in place and install
puller nut SP-3701 on puller bolt (Fig. 193).
(8) Tighten puller nut to press clutch cam into
case (Fig. 193). Be sure cam is pressed into case
evenly and does not become cocked.
(9) Remove clutch cam installer tools.
(10) Stake case in 14 places around clutch cam to
help secure cam in case. Use blunt punch or chisel to
stake case.
(11) Remove piston retainer from case. Cover
retainer with plastic sheeting, or paper to keep it
dust free.
(12) Clean case and cam thoroughly. Be sure any
chips/shavings generated during cam installation are
removed from case.
(13) Install new gasket at rear of transmission
case. Use petroleum jelly to hold gasket in place. Be
sure to align governor feed holes in gasket with feed
passages in case (Fig. 194). Also install gasket before
overdrive piston retainer. Center hole in gasket is
smaller than retainer and cannot be installed over
retainer.
(14) Position overdrive piston retainer on trans-
mission case and align bolt holes in retainer, gasket
and case (Fig. 195). Then install and tighten retainer
bolts to 17 N´m (13 ft. lbs.) torque.
(15) Install new seals on overdrive piston.
(16) Stand transmission case upright on bellhous-
ing.
(17) Position Guide Ring 8114-1 on outer edge of
overdrive piston retainer.
Fig. 192 Positioning Puller Plate On Clutch Cam
1 - SPECIAL TOOL SP-3701
2 - BE SURE PLATE SP-3583-A IS SEATED SQUARELY ON CAM
Fig. 193 Pressing Overrunning Clutch Cam Into
Case
1 - SPECIAL TOOL SP-3583-A
2 - TIGHTEN NUT TO DRAW CAM INTO CASE (NUT IS PART OF
BOLT SP-3701)
3 - SPECIAL TOOL SP-5124
4 - SPECIAL TOOL SP-3701
Fig. 194 Installing/Aligning Case Gasket
1 - CASE GASKET
2 - BE SURE GOVERNOR TUBE FEED HOLES IN CASE AND
GASKET ARE ALIGNED
21 - 582 AUTOMATIC TRANSMISSION - 46REBR/BE
OVERRUNNING CLUTCH CAM/OVERDRIVE PISTON RETAINER (Continued)

Replace all snap-rings during geartrain assembly.
Reusing snap-rings is not recommended.
ASSEMBLY
(1) Lubricate sun gear and planetary gears with
transmission fluid during assembly. Use petroleum
jelly to lubricate intermediate shaft bushing surfaces,
thrust washers and thrust plates and to hold these
parts in place during assembly.
(2) Install front snap-ring on sun gear and install
gear in driving shell. Then install thrust plate over
sun gear and against rear side of driving shell (Fig.
210). Install rear snap-ring to secure sun gear and
thrust plate in driving shell.
(3) Install rear annulus gear on intermediate shaft
(Fig. 211).(4)
Install thrust plate in annulus gear (Fig. 212). Be
sure plate is seated on shaft splines and against gear.
(5) Install rear planetary gear in rear annulus
gear (Fig. 213). Be sure planetary carrier is seated
against annulus gear.
Fig. 210 Sun Gear Installation
1 - DRIVING SHELL
2 - SUN GEAR
3 - THRUST PLATE
4 - SUN GEAR REAR RETAINING RING
Fig. 211 Installing Rear Annulus Gear On
Intermediate Shaft
1 - REAR ANNULUS GEAR
2 - OUTPUT SHAFT
Fig. 213 Installing Rear Planetary Gear
1 - REAR ANNULUS GEAR
2 - REAR PLANETARY GEAR
Fig. 212 Installing Rear Annulus Thrust Plate
1 - REAR ANNULUS GEAR
2 - THRUST PLATE
21 - 588 AUTOMATIC TRANSMISSION - 46REBR/BE
PLANETARY GEARTRAIN/OUTPUT SHAFT (Continued)

ADJUSTMENT
Check linkage adjustment by starting engine in
PARK and NEUTRAL. Adjustment is acceptable if
the engine starts in only these two positions. Adjust-
ment is incorrect if the engine starts in one position
but not both positions
If the engine starts in any other position, or if the
engine will not start in any position, the park/neutral
switch is probably faulty.
LINKAGE ADJUSTMENT
Check condition of the shift linkage (Fig. 230). Do
not attempt adjustment if any component is loose,
worn, or bent. Replace any suspect components.
Replace the grommet securing the shift rod or
torque rod in place if either rod was removed from
the grommet. Remove the old grommet as necessary
and use suitable pliers to install the new grommet.
(1) Shift transmission into PARK.
(2) Raise and support vehicle.
(3) Loosen lock bolt in front shift rod adjusting
swivel (Fig. 230).
(4) Ensure that the shift rod slides freely in the
swivel. Lube rod and swivel as necessary.
(5) Move transmission shift lever fully rearward to
the Park detent.
(6) Center adjusting swivel on shift rod.
(7) Tighten swivel lock bolt to 10 N´m (90 in. lbs.).
(8) Lower vehicle and verify proper adjustment.
SOLENOID
DESCRIPTION
The typical electrical solenoid used in automotive
applications is a linear actuator. It is a device that
produces motion in a straight line. This straight line
motion can be either forward or backward in direc-
tion, and short or long distance.
A solenoid is an electromechanical device that uses
a magnetic force to perform work. It consists of a coil
of wire, wrapped around a magnetic core made from
steel or iron, and a spring loaded, movable plunger,
which performs the work, or straight line motion.
The solenoids used in transmission applications
are attached to valves which can be classified asnor-
mally openornormally closed. Thenormally
opensolenoid valve is defined as a valve which
allows hydraulic flow when no current or voltage is
applied to the solenoid. Thenormally closedsole-
noid valve is defined as a valve which does not allow
hydraulic flow when no current or voltage is applied
to the solenoid. These valves perform hydraulic con-
trol functions for the transmission and must there-
fore be durable and tolerant of dirt particles. For
these reasons, the valves have hardened steel pop-pets and ball valves. The solenoids operate the valves
directly, which means that the solenoids must have
very high outputs to close the valves against the siz-
able flow areas and line pressures found in current
transmissions. Fast response time is also necessary
to ensure accurate control of the transmission.
The strength of the magnetic field is the primary
force that determines the speed of operation in a par-
ticular solenoid design. A stronger magnetic field will
cause the plunger to move at a greater speed than a
weaker one. There are basically two ways to increase
the force of the magnetic field:
²Increase the amount of current applied to the
coil or
²Increase the number of turns of wire in the coil.
The most common practice is to increase the num-
ber of turns by using thin wire that can completely
fill the available space within the solenoid housing.
The strength of the spring and the length of the
plunger also contribute to the response speed possi-
ble by a particular solenoid design.
A solenoid can also be described by the method by
which it is controlled. Some of the possibilities
include variable force, pulse-width modulated, con-
stant ON, or duty cycle. The variable force and pulse-
width modulated versions utilize similar methods to
control the current flow through the solenoid to posi-
tion the solenoid plunger at a desired position some-
Fig. 230 Linkage Adjustment Components
1 - FRONT SHIFT ROD
2 - TORQUE SHAFT ASSEMBLY
3 - TORQUE SHAFT ARM
4 - ADJUSTING SWIVEL
5 - LOCK BOLT
21 - 596 AUTOMATIC TRANSMISSION - 46REBR/BE
SHIFT MECHANISM (Continued)

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.
(6) Check converter seating with a scale and
straightedge (Fig. 245). Surface of converter lugs
should be 1/2 in. to rear of straightedge when con-
verter is fully seated.
(7) If necessary, temporarily secure converter with
C-clamp attached to the converter housing.
(8) Install the transmission in the vehicle.
(9) Fill the transmission with the recommended
fluid.
TORQUE CONVERTER
DRAINBACK VALVE
DESCRIPTION
The drainback valve is located in the transmission
cooler outlet (pressure) line.
OPERATION
The valve prevents fluid from draining from the
converter into the cooler and lines when the vehicle
is shut down for lengthy periods. Production valves
have a hose nipple at one end, while the opposite end
is threaded for a flare fitting. All valves have an
arrow (or similar mark) to indicate direction of flow
through the valve.
Fig. 244 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
Fig. 245 Checking Torque Converter Seating -
Typical
1 - SCALE
2 - STRAIGHTEDGE
BR/BEAUTOMATIC TRANSMISSION - 46RE 21 - 605
TORQUE CONVERTER (Continued)

DISASSEMBLY
CAUTION: Do not clamp any valve body component
in a vise. This practice can damage the component
resulting in unsatisfactory operation after assembly
and installation. Do not use pliers to remove any of
the valves, plugs or springs and do not force any of
the components out or into place. The valves and
valve body housings will be damaged if force is
used. Tag or mark the valve body springs for refer-
ence as they are removed. Do not allow them to
become intermixed.
(1) Disconnect wires from governor pressure sen-
sor and solenoid.
(2) Remove screws attaching governor body and
retainer plate to transfer plate.
(3) Remove retainer plate, governor body and gas-
ket from transfer plate.(4) Remove governor pressure sensor from gover-
nor body.
(5) Remove governor pressure solenoid by pulling
it straight out of bore in governor body. Remove and
discard solenoid O-rings if worn, cut, or torn.
(6) Remove small shoulder bolt that secures sole-
noid harness case connector to 3-4 accumulator hous-
ing (Fig. 273). Retain shoulder bolt. Either tape it to
harness or thread it back into accumulator housing
after connector removal.
(7) Unhook overdrive/converter solenoid harness
from 3-4 accumulator cover plate (Fig. 274).Fig. 273 Solenoid Harness Case Connector
Shoulder Bolt
1 - SOLENOID HARNESS CASE CONNECTOR
2 - 3-4 ACCUMULATOR HOUSING
Fig. 274 Solenoid Harness Routing
1 - OVERDRIVE/CONVERTER SOLENOID WIRE HARNESS
2 - 3-4 ACCUMULATOR COVER PLATE
Fig. 272 Valve Body
1 - VALVE BODY
2 - WIRE HARNESS
3 - PARK ROD
4 - GOVERNOR PRESSURE SOLENOID
5 - GOVERNOR PRESSURE SENSOR
21 - 626 AUTOMATIC TRANSMISSION - 46REBR/BE
VALVE BODY (Continued)

(12) Secure detent ball and spring with Retainer
Tool 6583 (Fig. 279).
(13) Remove park rod E-clip and separate rod from
manual lever (Fig. 280).(14) Remove E-clip and washer that retains throt-
tle lever shaft in manual lever (Fig. 281).
(15) Remove manual lever and throttle lever (Fig.
282). Rotate and lift manual lever off valve body and
throttle lever shaft. Then slide throttle lever out of
valve body.
Fig. 279 Detent Ball Spring
1 - SPECIAL TOOL 6583 POSITIONED ON DETENT HOUSING
Fig. 280 Park Rod
1 - MANUAL LEVER
2 - E-CLIP
3 - PARK ROD
Fig. 281 Throttle Lever E-Clip And Washer
1 - THROTTLE LEVER SHAFT
2 - E-CLIP AND WASHER
3 - MANUAL SHAFT
Fig. 282 Manual And Throttle Lever
1 - PARK ROD
2 - MANUAL LEVER ASSEMBLY
3 - THROTTLE LEVER
21 - 628 AUTOMATIC TRANSMISSION - 46REBR/BE
VALVE BODY (Continued)

VALVE BODY UPPER HOUSING
(1) Note location of check balls in valve body upper
housing (Fig. 297). Then remove the one large diam-
eter and the six smaller diameter check balls.
(2) Remove governor plug and shuttle valve covers
(Fig. 299).
(3) Remove E-clip that secures shuttle valve sec-
ondary spring on valve stem (Fig. 298).(4) Remove throttle plug, primary spring, shuttle
valve, secondary spring, and spring guides (Fig. 299).
(5) Remove boost valve retainer, spring and valve
if not previously removed.
(6) Remove throttle plug and 1-2 and 2-3 governor
plugs (Fig. 286).
(7) Turn upper housing around and remove limit
valve and shift valve covers (Fig. 300).
(8) Remove limit valve housing. Then remove
retainer, spring, limit valve, and 2-3 throttle plug
from limit valve housing (Fig. 300).
(9) Remove 1-2 shift control valve and spring (Fig.
300).
(10) Remove 1-2 shift valve and spring (Fig. 300).
(11) Remove 2-3 shift valve and spring from valve
body (Fig. 300).
(12) Remove pressure plug cover (Fig. 300).
(13) Remove line pressure plug, sleeve, throttle
pressure plug and spring (Fig. 300).
Fig. 297 Check Ball Locations In Upper Housing
1 - SMALL DIAMETER CHECK BALLS (6)
2 - LARGE DIAMETER CHECK BALL (1)
Fig. 298 Shuttle Valve E-Clip And Secondary Spring
1 - E-CLIP
2 - SECONDARY SPRING AND GUIDES
3 - SHUTTLE VALVE
BR/BEAUTOMATIC TRANSMISSION - 46RE 21 - 633
VALVE BODY (Continued)

BOOST VALVE TUBE AND BRACE
(1) Position valve body assembly so lower housing
is facing upward (Fig. 313).
(2) Lubricate tube ends and housing ports with
transmission fluid or petroleum jelly.
(3) Start tube in lower housing port first. Then
swing tube downward and work opposite end of tube
into upper housing port (Fig. 313).
(4) Insert and seat each end of tube in housings.
(5) Slide tube brace under tube and into alignment
with valve body screw holes (Fig. 314).
(6) Install and finger tighten three screws that
secure tube brace to valve body housings (Fig. 314).
(7) Bend tube brace tabs up and against tube to
hold it in position (Fig. 315).(8) Tighten all valve body housing screws to 4 N´m
(35 in. lbs.) torque after tube and brace are installed.
Tighten screws in diagonal pattern starting at center
and working outward.
3-4 ACCUMULATOR
(1) Position converter clutch valve and 3-4 shift
valve springs in housing (Fig. 316).
(2) Loosely attach accumulator housing with right-
side screw (Fig. 316). Install only one screw at this
time as accumulator must be free to pivot upward for
ease of installation.
Fig. 313 Boost Valve Tube
1 - BOOST VALVE TUBE
2 - LOWER HOUSING
3 - DISENGAGE THIS END OF TUBE FIRST
4 - UPPER HOUSING
Fig. 314 Boost Valve Tube And Brace
1 - BOOST VALVE TUBE
2 - TUBE BRACE
Fig. 316 Converter Clutch And 3-4 Shift Valve
Springs
1 - RIGHT-SIDE SCREW
2 - 3-4 ACCUMULATOR
3 - 3-4 SHIFT VALVE SPRING
4 - CONVERTER CLUTCH VALVE SPRING
Fig. 315 Securing Boost Valve Tube With Brace Tabs
1 - BEND TABS UP AGAINST TUBE AS SHOWN
BR/BEAUTOMATIC TRANSMISSION - 46RE 21 - 643
VALVE BODY (Continued)

Test Four - Transmission In Reverse
NOTE: This test checks pump output, pressure reg-
ulation 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.
(3) Have helper start and run engine at 1600 rpm
for test.
(4) Move transmission shift lever four detents
rearward 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
NOTE: This test checks governor operation by mea-
suring governor pressure response to changes in
vehicle speed. It is usually not necessary to check
governor operation unless shift speeds are incor-
rect 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:
²Governor pressure should be no more than 20.6
kPa (3 psi) at curb idle speed and wheels not rotat-
ing.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
NOTE: This test checks line pressure at the over-
drive 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 469-496 kPa (68-72 psi)
with closed throttle and increase to 620-827 kPa (90-
120 psi) at 1/2 to 3/4 throttle. Note that pressure can
increase to around 896 kPa (130 psi) at full throttle.
(9) Return to shop or move vehicle off chassis
dyno.
21 - 660 AUTOMATIC TRANSMISSION - 47REBR/BE
AUTOMATIC TRANSMISSION - 47RE (Continued)