trailer DODGE RAM 2001 Service Owner's Guide

Splice Number Location Fig.
S301 Body Harness, Left Side Instrument Panel 10
S302 Body Harness, Left Side Instrument Panel 10
S303 Body Harness, Left Side Instrument Panel 10
S304 Body Harness, Left Side Instrument Panel 10
S305 Body Harness, Right Side Instrument Panel N/S
S306 Body Harness, Left Side Instrument Panel 10
S307 Body Harness, Left Cowl 10
S308 Body Harness, Left Cowl 10
S310 At Left Body Ground N/S
S311 At Left Body Ground N/S
S313 Left Rear Frame Rail 11
S314 Left Rear Frame Rail N/S
S315 Left Rear Frame Rail 11
S316 Left Rear Frame Rail 11
S317 Left Rear Frame Rail 11
S318 In T/O to Trailer Tow 11
S319 In T/O to Left Rear Lamps 11
S320 In T/O to Trailer Tow 11
S321 In T/O to Left Rear Lamps 11
S322 Overhead Console Harness, At Roof Lamps 9
S323 Overhead Console Harness, At Roof Lamps 9
S324 Overhead Console Harness, At Roof Lamps 9
S325 Overhead Console Harness, At Roof Lamps 9
S326 Overhead Console Harness, At Roof Lamps 9
S327 Power Seat Harness, Near Switch N/S
S328 Power Seat Harness, Near T/O to Body Wiring N/S
S329 Door Harness, Near Left Door Near Grommet N/S
S330 Door Harness, Near Right Door Near Grommet N/S
S331 Chassis Harness, Near T/O to Fuel Pump Module 11
S332 Body Harness, Left Side Instrument Panel 10
S333 Power Seat Harness, Near T/O to Passenger Seat Jumper N/S
S335 Power Seat harness, Near T/O to Body Wiring N/S
S336 Power Seat Harness, Under Passenger Seat N/S
S337 Power Seat Harness, Under Passenger Seat N/S
S340 Overhead Console Harness, At Roof Lamps 9
S401 Tail/Stop/Turn and Back-up Lamp Harness, Near T/O to Left Back-up Lamp N/S
S402 Tail/Stop/Turn and Back-up Lamp Harness, Near T/O to Right Back-up Lamp N/S
S404 Fender Lamp Harness, Near T/O to Tailgate Lamp N/S
S406 Fender Lamp Harness, Near T/O to Tailgate Lamp N/S
BR/BE8W-95 SPLICE LOCATIONS 8W - 95 - 3
SPLICE LOCATIONS (Continued)

FRAME & BUMPERS
TABLE OF CONTENTS
page page
BUMPERS
DESCRIPTION............................1
FRONT AIR DAM
REMOVAL...............................1
INSTALLATION............................2
FRONT FASCIA
REMOVAL...............................2
INSTALLATION............................2
ADJUSTMENT............................2
FRONT LOWER FASCIA
REMOVAL...............................3
INSTALLATION............................3
FRONT FASCIAÐSPORT
REMOVAL...............................3
INSTALLATION............................3
FRONT BUMPER
REMOVAL...............................3
INSTALLATION............................4
FRONT BUMPERÐSPORT
REMOVAL...............................4
INSTALLATION............................4REAR BUMPER
REMOVAL...............................5
INSTALLATION............................5
FRAME
DESCRIPTION............................6
SPECIFICATIONS.........................7
CAB CHASSIS ADAPTER BRACKET
REMOVAL...............................9
INSTALLATION............................9
FRONT TOW HOOK
REMOVAL...............................9
INSTALLATION...........................10
SPARE TIRE WINCH
REMOVAL..............................10
INSTALLATION...........................10
TRAILER HITCH
REMOVAL..............................10
INSTALLATION...........................10
TRANSFER CASE SKID PLATE
REMOVAL..............................11
INSTALLATION...........................11
BUMPERS
DESCRIPTION
Bumpers are used at the front and rear of the
vehicle. Bumpers may be chrome or painted.
Bumpers are designed to protect the exterior sheet-
metal in low impact situations. The bumpers are
attached to the frame and provide mounting points
for some optional accessories such as fog lights and
tow hooks.
FRONT AIR DAM
REMOVAL
(1) Remove Pin-type fasteners attaching air dam
to bottom of front bumper (Fig. 1).
(2) Remove screws attaching air dam to bottom of
front bumper.
(3) Separate air dam from bumper.
BR/BEFRAME & BUMPERS 13 - 1

DIMENSIONS FOR DIFFERING WHEELBASES*
WHEELBASE LENGTH
ALENGTH
BLENGTH
C
118 2118.0 3663.6 4185.4
134 2118.0 3994.5 4693.4
138 2626.0 4096.1 4693.4
154 2626.0 4502.5 5201.4
162 2118.0 4705.0 5042.5
*Measurements are in Millimeters (mm).
TORQUE SPECIFICATIONS
DESCRIPTION TORQUE
Cab Chassis adapter nut..... 108N´m(80ft.lbs.)
Front bumper brkt-to-frame nut . 68 N´m (50 ft. lbs.)
Front bumper outer brace bolt . . 68 N´m (50 ft. lbs.)
Rear bumper-to-brace nut..... 40N´m(30ft.lbs.)
Rear bumper brace-to-brkt nut . 101 N´m (75 ft. lbs.)
Rear bumper brkt-to-frame nut......... 101N´m
(75 ft. lbs.)
Skid plate crossmember-to-frame bolt..... 54N´m
(40 ft. lbs.)
Skid plate-to-crossmember bolt . 40 N´m (30 ft. lbs.)
Skid plate-to-trans crossmember bolt...... 54N´m
(40 ft. lbs.)
Spare tire winch bolt......... 27N´m(20ft.lbs.)
Trailer hitch nut............ 108N´m(80ft.lbs.)
CAB CHASSIS ADAPTER
BRACKET
REMOVAL
(1) Remove bolts attaching cab chassis adapter
brackets to frame rail (Fig. 11)
(2) Separate cab chassis adapter brackets from
frame rail
INSTALLATION
(1) Position cab chassis adapter brackets on frame
rail
(2) Install bolts attaching cab chassis adapter
brackets to frame rail.
FRONT TOW HOOK
REMOVAL
Some vehicles are equipped with front tow hooks.
The tow hooks are to be used forEMERGENCYpur-
poses only.(1) Remove the fasteners that attach the tow
hooks to the frame (Fig. 12).
(2) Separate the tow hooks from the frame.
Fig. 11 Cab Chassis Adapter Brackets
1 - ADAPTER BRACKETS
2 - FRAME
Fig. 12 Front Tow Hooks
1 - TOW HOOK
2 - FRAME
BR/BEFRAME & BUMPERS 13 - 9
SPECIFICATIONS (Continued)

Installation
Some vehicles are equipped with front tow hooks.
The tow hooks are to be used forEMERGENCYpur-
poses only.
(1) Position the tow hooks on the frame.
(2) Install the fasteners that attach the tow hooks
to the frame.
(3) Tighten the nuts to 108 N´m (80 ft. lbs.) torque.
SPARE TIRE WINCH
REMOVAL
(1) Remove spare tire from under vehicle.
(2) Remove cotter pin attaching winch tube to
spare tire winch.
(3) Pull winch tube from spare tire winch.
(4) Remove bolts attaching spare tire winch to
crossmember (Fig. 13).
(5) Separate spare tire winch from vehicle.
INSTALLATION
(1) Position spare tire winch on vehicle.
(2) Install bolts holding spare tire winch to spare
crossmember.
(3) Insert winch tube into spare tire winch.
(4) Install cotter pin attaching winch tube to spare
tire winch.
(5) Install spare tire.
TRAILER HITCH
REMOVAL
(1) Support trailer hitch on a suitable lifting
device.(2) Remove fasteners attaching trailer wiring con-
nector to trailer hitch, if equipped.
(3) Remove bolts attaching trailer hitch to frame
rails (Fig. 14).
(4) Separate trailer hitch from vehicle.
INSTALLATION
(1) Position trailer hitch on vehicle.
(2) Install nuts attaching trailer hitch to frame
rails. Tighten nuts to 108 N´m (80 ft. lbs.) torque.
(3) Install fasteners attaching trailer wiring con-
nector to trailer hitch, if equipped.
Fig. 13 Spare Tire Winch
1 - CROSSMEMBER
2 - GROMMET
3 - WINCH TUBE
4 - SPARE TIRE WINCH
5 - COTTER PIN
13 - 10 FRAME & BUMPERSBR/BE
FRONT TOW HOOK (Continued)

TRANSFER CASE SKID PLATE
REMOVAL
(1) Hoist and support vehicle on safety stands.
(2) Remove bolts holding skid plate to frame rails
(Fig. 15).
(3) Separate skid plate from vehicle.
INSTALLATION
(1) Position skid plate on vehicle.
(2) Install bolts holding skid plate to frame rails.
(3) Remove safety stands and lower vehicle.
Fig. 14 Trailer Hitch
1 - SPARE TIRE WINCH SUPPORT
2 - FLAG BOLT
3 - FRAME RAIL4 - REAR AXLE HOUSING
5 - HITCH
Fig. 15 Skid Plate
1 - TRANSMISSION CROSS MEMBER
2 - FRAME RAIL
3 - SKID PLATE
BR/BEFRAME & BUMPERS 13 - 11
TRAILER HITCH (Continued)

STEERING
TABLE OF CONTENTS
page page
STEERING
DESCRIPTION............................1
OPERATION.............................1
DIAGNOSIS AND TESTING..................2
POWER STEERING SYSTEM...............2
POWER STEERING FLOW AND PRESSURE . . . 4COLUMN................................6
GEAR.................................14
PUMP.................................31
LINKAGE - 2WD.........................38
LINKAGE - 4WD.........................40
STEERING
DESCRIPTION
The power steering system consist of a steering col-
umn, steering gear and hydraulic pump. The gear is
mounted to the frame rail and attaches to the steer-
ing linkage. The pump is a constant flow rate and
displacement vane-type pump. The pump supplies
hydraulic fluid pressure to the power steering gear
(Fig. 1).
Vehicles equipped with trailer tow option have a
power steering pump oil cooler.
OPERATION
The gear acts as a rolling thread between the
worm shaft and rack piston. The worm shaft is sup-
ported by a thrust bearing at the lower end and a
bearing assembly at the upper end. When the worm
shaft is turned from input from the steering column
the rack piston moves. The rack piston teeth mesh
with the pitman shaft. Turning the worm shaft, turns
the pitman shaft, which turns the steering linkage.
Fig. 1 Power Steering Gear & Pump
1 - HYDRAULIC PUMP ASSEMBLY
2 - RETURN LINE HOSE ASSEMBLY
3 - FITTINGS
4 - STEERING GEAR ASSEMBLY (RECIRCULATING BALL GEAR
SHOWN)
5 - PRESSURE HOSE ASSEMBLY
BR/BESTEERING 19 - 1

PUMP
TABLE OF CONTENTS
page page
PUMP
DESCRIPTION...........................31
OPERATION.............................31
DIAGNOSIS AND TESTING.................31
PUMP LEAKAGE.......................31
STANDARD PROCEDURE..................31
POWER STEERING PUMP - INITIAL
OPERATION...........................31
FLUSHING POWER STEERING SYSTEM.....32
REMOVAL..............................33
INSTALLATION...........................35SPECIAL TOOLS.........................36
PULLEY
REMOVAL..............................36
INSTALLATION...........................36
HOSES - PRESSURE
DESCRIPTION...........................37
OPERATION.............................37
HOSES - RETURN
DESCRIPTION...........................37
OPERATION.............................37
PUMP
DESCRIPTION
The P-Series pump is used on these vehicles (Fig.
1). The pump shaft has a pressed-on pulley that is
belt driven by the crankshaft pulley on gasoline
engines. The pump is driven off the back of the vac-
uum pump on the diesel engine.
Trailer tow option vehicles are equipped with a
power steering pump oil cooler. The oil cooler is
mounted to the front crossmember.
NOTE: Power steering pumps are not interchange-
able with pumps installed on other vehicles.
OPERATION
Hydraulic pressure is provided by the pump for the
power steering gear. The power steering pump is a
constant flow rate and displacement, vane-type
pump. The pump is connected to the steering gear
via the pressure hose and the return hose. On vehi-
cles equipped with a hydraulic booster, the pump
supplies the hydraulic pressure for the booster.
DIAGNOSIS AND TESTING - PUMP LEAKAGE
(1) Possible pump leakage areas. (Fig. 2).
STANDARD PROCEDURE - POWER STEERING
PUMP - INITIAL OPERATION
WARNING: THE FLUID LEVEL SHOULD BE
CHECKED WITH ENGINE OFF TO PREVENT INJURY
FROM MOVING COMPONENTS.
CAUTION: Use MOPAR Power Steering Fluid or
equivalent. Do not use automatic transmission fluid
and do not overfill.
Wipe filler cap clean, then check the fluid level.
The dipstick should indicateCOLDwhen the fluid is
at normal temperature.
(1) Turn steering wheel all the way to the left
(2) Fill the pump fluid reservoir to the proper level
and let the fluid settle for at least two (2) minutes.
(3) Raise the front wheels off the ground.
(4) Slowly turn the steering wheel lock-to-lock 20
times with the engine off while checking the fluid
level.
Fig. 1 P-SeriesÐPump
1 - RESERVOIR CAP AND DIPSTICK
2 - RESERVOIR
BR/BEPUMP 19 - 31

FLUID AND FILTER
DIAGNOSIS AND TESTING - 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. This aerates the fluid and causing
the same conditions occurring with a low level. In
either case, air bubbles cause fluid overheating, oxi-
dation and varnish buildup which interferes with
valve and clutch operation. Foaming also causes fluid
expansion which can result in fluid overflow from the
transmission vent or fill tube. Fluid overflow can eas-
ily be mistaken for a leak if inspection is not careful.
DIAGNOSIS AND TESTING - CAUSES OF
BURNT FLUID
Burnt, discolored fluid is a result of overheating
which has two primary causes.
(1) A result of restricted fluid flow through the
main and/or auxiliary cooler. This condition is usu-
ally the result of a faulty or improperly installed
drainback valve, a damaged main cooler, or severe
restrictions in the coolers and lines caused by debris
or kinked lines.
(2) Heavy duty operation with a vehicle not prop-
erly equipped for this type of operation. Trailer tow-
ing or similar high load operation will overheat the
transmission fluid if the vehicle is improperly
equipped. Such vehicles should have an auxiliary
transmission fluid cooler, a heavy duty cooling sys-
tem, and the engine/axle ratio combination needed to
handle heavy loads.
DIAGNOSIS AND TESTING - FLUID
CONTAMINATION
Transmission fluid contamination is generally a
result of:
²adding incorrect fluid
²failure to clean dipstick and fill tube when
checking level
²engine coolant entering the fluid
²internal failure that generates debris
²
overheat that generates sludge (fluid breakdown)
²failure to reverse flush cooler and lines after repair
²failure to replace contaminated converter after
repair
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 for-
eign 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 withdrawing 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, an overhaul is necessary.
The transmission cooler and lines should be
reverse flushed whenever a malfunction generates
sludge and/or debris. The torque converter should
also be replaced at the same time.
Failure to flush the cooler and lines will result in
recontamination. Flushing applies to auxiliary coolers
as well. The torque converter should also be replaced
whenever a failure generates sludge and debris. This is
necessary because normal converter flushing procedures
will not remove all contaminants.
STANDARD PROCEDURE - FLUID LEVEL
CHECK
Low fluid level can cause a variety of conditions
because it allows the pump to take in air along with
the fluid. As in any hydraulic system, air bubbles
make the fluid spongy, therefore, pressures will be
low and build up slowly.
Improper filling can also raise the fluid level too
high. When the transmssion has too much fluid, the
geartrain churns up foam and cause the same condi-
tions which occur with a low fluid level.
In either case, air bubbles can cause overheating
and/or fluid oxidation, and varnishing. This can inter-
fere with normal valve, clutch, and accumulator opera-
tion. Foaming can also result in fluid escaping from the
transmission vent where it may be mistaken for a leak.
Along with fluid level, it is important to check the
condition of the fluid. When the fluid smells burned,
and is contaminated with metal or friction material
particles, a complete transmission recondition is
needed. Be sure to examine the fluid on the dipstick
closely. If there is any doubt about its condition,
drain out a sample for a double check.
After the fluid has been checked, seat the dipstick
fully to seal out water and dirt.
The transmission has a dipstick to check oil level.
It is located on the right side of the engine. Be sure
to wipe all dirt from dipstick handle before removing.
Fluid level is checked with the engine running at curb
idle speed, the transmission in NEUTRAL and the trans-
mission fluid at normal operating temperature.The
engine should be running at idle speed for at least
one minute, with the vehicle on level ground.
The transmission fluid level can be checked two
ways.
BR/BEAUTOMATIC TRANSMISSION - 42RE 21 - 199

FLUID AND FILTER
DIAGNOSIS AND TESTING - 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. This aerates the fluid and causing
the same conditions occurring with a low level. In
either case, air bubbles cause fluid overheating, oxi-
dation and varnish buildup which interferes with
valve and clutch operation. Foaming also causes fluid
expansion which can result in fluid overflow from the
transmission vent or fill tube. Fluid overflow can eas-
ily be mistaken for a leak if inspection is not careful.
DIAGNOSIS AND TESTING - CAUSES OF
BURNT FLUID
Burnt, discolored fluid is a result of overheating
which has two primary causes.
(1)
A result of restricted fluid flow through the main
and/or auxiliary cooler. This condition is usually the
result of a faulty or improperly installed drainback
valve, a damaged main cooler, or severe restrictions in
the coolers and lines caused by debris or kinked lines.
(2) Heavy duty operation with a vehicle not prop-
erly equipped for this type of operation. Trailer tow-
ing or similar high load operation will overheat the
transmission fluid if the vehicle is improperly
equipped. Such vehicles should have an auxiliary
transmission fluid cooler, a heavy duty cooling sys-
tem, and the engine/axle ratio combination needed to
handle heavy loads.
DIAGNOSIS AND TESTING - FLUID
CONTAMINATION
Transmission fluid contamination is generally a
result of:
²adding incorrect fluid
²failure to clean dipstick and fill tube when
checking level
²engine coolant entering the fluid
²internal failure that generates debris
²
overheat that generates sludge (fluid breakdown)
²failure to reverse flush cooler and lines after repair
²failure to replace contaminated converter after
repair
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 andother 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, an overhaul is necessary.
The transmission cooler and lines should be
reverse flushed whenever a malfunction generates
sludge and/or debris. The torque converter should
also be replaced at the same time.
Failure to flush the cooler and lines will result in
recontamination. Flushing applies to auxiliary coolers
as well. The torque converter should also be replaced
whenever a failure generates sludge and debris. This is
necessary because normal converter flushing procedures
will not remove all contaminants.
STANDARD PROCEDURE - FLUID LEVEL
CHECK
Low fluid level can cause a variety of conditions
because it allows the pump to take in air along with
the fluid. As in any hydraulic system, air bubbles
make the fluid spongy, therefore, pressures will be
low and build up slowly.
Improper filling can also raise the fluid level too
high. When the transmssion has too much fluid, the
geartrain churns up foam and cause the same condi-
tions which occur with a low fluid level.
In either case, air bubbles can cause overheating
and/or fluid oxidation, and varnishing. This can
interfere with normal valve, clutch, and accumulator
operation. Foaming can also result in fluid escaping
from the transmission vent where it may be mis-
taken for a leak.
Along with fluid level, it is important to check the
condition of the fluid. When the fluid smells burned,
and is contaminated with metal or friction material
particles, a complete transmission recondition is
needed. Be sure to examine the fluid on the dipstick
closely. If there is any doubt about its condition,
drain out a sample for a double check.
After the fluid has been checked, seat the dipstick
fully to seal out water and dirt.
The transmission has a dipstick to check oil level.
It is located on the right side of the engine. Be sure
to wipe all dirt from dipstick handle before removing.
Fluid level is checked with the engine running at
curb idle speed, the transmission in NEUTRAL and the
transmission fluid at normal operating temperature.
The engine should be running at idle speed for at
least one minute, with the vehicle on level
ground.
The transmission fluid level can be checked two ways.
21 - 370 AUTOMATIC TRANSMISSION - 44REBR/BE

FLUID AND FILTER
DIAGNOSIS AND TESTING - 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. This aerates the fluid and causing
the same conditions occurring with a low level. In
either case, air bubbles cause fluid overheating, oxi-
dation and varnish buildup which interferes with
valve and clutch operation. Foaming also causes fluid
expansion which can result in fluid overflow from the
transmission vent or fill tube. Fluid overflow can eas-
ily be mistaken for a leak if inspection is not careful.
DIAGNOSIS AND TESTING - CAUSES OF
BURNT FLUID
Burnt, discolored fluid is a result of overheating
which has two primary causes.
(1)
A result of restricted fluid flow through the main
and/or auxiliary cooler. This condition is usually the
result of a faulty or improperly installed drainback
valve, a damaged main cooler, or severe restrictions in
the coolers and lines caused by debris or kinked lines.
(2) Heavy duty operation with a vehicle not prop-
erly equipped for this type of operation. Trailer tow-
ing or similar high load operation will overheat the
transmission fluid if the vehicle is improperly
equipped. Such vehicles should have an auxiliary
transmission fluid cooler, a heavy duty cooling sys-
tem, and the engine/axle ratio combination needed to
handle heavy loads.
DIAGNOSIS AND TESTING - FLUID
CONTAMINATION
Transmission fluid contamination is generally a
result of:
²adding incorrect fluid
²failure to clean dipstick and fill tube when
checking level
²engine coolant entering the fluid
²internal failure that generates debris
²
overheat that generates sludge (fluid breakdown)
²failure to reverse flush cooler and lines after repair
²failure to replace contaminated converter after
repair
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 andother 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, an overhaul is necessary.
The transmission cooler and lines should be
reverse flushed whenever a malfunction generates
sludge and/or debris. The torque converter should
also be replaced at the same time.
Failure to flush the cooler and lines will result in
recontamination. Flushing applies to auxiliary coolers
as well. The torque converter should also be replaced
whenever a failure generates sludge and debris. This is
necessary because normal converter flushing procedures
will not remove all contaminants.
STANDARD PROCEDURE - FLUID LEVEL
CHECK
Low fluid level can cause a variety of conditions
because it allows the pump to take in air along with
the fluid. As in any hydraulic system, air bubbles
make the fluid spongy, therefore, pressures will be
low and build up slowly.
Improper filling can also raise the fluid level too
high. When the transmssion has too much fluid, the
geartrain churns up foam and cause the same condi-
tions which occur with a low fluid level.
In either case, air bubbles can cause overheating
and/or fluid oxidation, and varnishing. This can
interfere with normal valve, clutch, and accumulator
operation. Foaming can also result in fluid escaping
from the transmission vent where it may be mis-
taken for a leak.
Along with fluid level, it is important to check the
condition of the fluid. When the fluid smells burned,
and is contaminated with metal or friction material
particles, a complete transmission recondition is
needed. Be sure to examine the fluid on the dipstick
closely. If there is any doubt about its condition,
drain out a sample for a double check.
After the fluid has been checked, seat the dipstick
fully to seal out water and dirt.
The transmission has a dipstick to check oil level.
It is located on the right side of the engine. Be sure
to wipe all dirt from dipstick handle before removing.
Fluid level is checked with the engine running at
curb idle speed, the transmission in NEUTRAL and
the transmission fluid at normal operating tempera-
ture.The engine should be running at idle
speed for at least one minute, with the vehicle
on level ground.
The transmission fluid level can be checked two ways.
BR/BEAUTOMATIC TRANSMISSION - 46RE 21 - 545