lock DODGE RAM 2001 Service Repair Manual

(3) Push the overdrive off switch and wiring into
the shift lever.
(4) Install the overdrive off switch retainer onto
the shift lever.
OVERRUNNING CLUTCH
CAM/OVERDRIVE PISTON
RETAINER
DESCRIPTION
The overrunning clutch (Fig. 186) consists of an
inner race, an outer race (or cam), rollers and
springs, and the spring retainer. The number of roll-
ers and springs depends on what transmission and
which overrunning clutch is being dealt with.
OPERATION
As the inner race is rotated in a clockwise direction
(as viewed from the front of the transmission), the
race causes the rollers to roll toward the springs,
causing them to compress against their retainer. The
compression of the springs increases the clearance
between the rollers and cam. This increased clear-
ance between the rollers and cam results in a free-
wheeling condition. When the inner race attempts to
rotate counterclockwise, the action causes the rollers
to roll in the same direction as the race, aided by the
pushing of the springs. As the rollers try to move in
the same direction as the inner race, they are
wedged between the inner and outer races due to the
design of the cam. In this condition, the clutch is
locked and acts as one unit.
DISASSEMBLY
(1) Remove the overdrive piston (Fig. 187).
(2) Remove the overdrive piston retainer bolts.
(3) Remove overdrive piston retainer.
(4) Remove case gasket.
(5) Tap old cam out of case with pin punch. Insert
punch through bolt holes at rear of case (Fig. 188).
Alternate position of punch to avoid cocking cam dur-
ing removal.
(6) Clean clutch cam bore and case. Be sure to
remove all chips/shavings generated during cam
removal.
CLEANING
Clean the overrunning clutch assembly, clutch cam,
low-reverse drum, and overdrive piston retainer in
solvent. Dry them with compressed air after clean-
ing.
INSPECTION
Inspect condition of each clutch part after cleaning.
Replace the overrunning clutch roller and spring
assembly if any rollers or springs are worn or dam-
aged, or if the roller cage is distorted, or damaged.
Replace the cam if worn, cracked or damaged.
Replace the low-reverse drum if the clutch race,
roller surface or inside diameter is scored, worn or
damaged.Do not remove the clutch race from
the low-reverse drum under any circumstances.
Fig. 186 Overrunning Clutch
1 - OUTER RACE (CAM)
2 - ROLLER
3 - SPRING
4 - SPRING RETAINER
5 - INNER RACE (HUB)
Fig. 187 Overdrive Piston Removal
1 - OVERDRIVE CLUTCH PISTON
2 - INTERMEDIATE SHAFT
3 - SELECTIVE SPACER
4 - PISTON RETAINER
21 - 580 AUTOMATIC TRANSMISSION - 46REBR/BE
OVERDRIVE SWITCH (Continued)

PISTONS
DESCRIPTION
There are several sizes and types of pistons used in
an automatic transmission. Some pistons are used to
apply clutches, while others are used to apply bands.
They all have in common the fact that they are
round or circular in shape, located within a smooth
walled cylinder, which is closed at one end and con-
verts fluid pressure into mechanical movement. The
fluid pressure exerted on the piston is contained
within the system through the use of piston rings or
seals.
OPERATION
The principal which makes this operation possible
is known as Pascal's Law. Pascal's Law can be stated
as: ªPressure on a confined fluid is transmitted
equally in all directions and acts with equal force on
equal areas.º
PRESSURE
Pressure (Fig. 197) is nothing more than force
(lbs.) divided by area (in or ft.), or force per unit
area. Given a 100 lb. block and an area of 100 sq. in.
on the floor, the pressure exerted by the block is: 100
lbs. 100 in or 1 pound per square inch, or PSI as it is
commonly referred to.
PRESSURE ON A CONFINED FLUID
Pressure is exerted on a confined fluid (Fig. 198)
by applying a force to some given area in contact
with the fluid. A good example of this is a cylinderfilled with fluid and equipped with a piston that is
closely fitted to the cylinder wall. If a force is applied
to the piston, pressure will be developed in the fluid.
Of course, no pressure will be created if the fluid is
not confined. It will simply ªleakº past the piston.
There must be a resistance to flow in order to create
pressure. Piston sealing is extremely important in
hydraulic operation. Several kinds of seals are used
to accomplish this within a transmission. These
include but are not limited to O-rings, D-rings, lip
seals, sealing rings, or extremely close tolerances
between the piston and the cylinder wall. The force
exerted is downward (gravity), however, the principle
remains the same no matter which direction is taken.
The pressure created in the fluid is equal to the force
applied, divided by the piston area. If the force is 100
lbs., and the piston area is 10 sq. in., then the pres-
sure created equals 10 PSI. Another interpretation of
Pascal's Law is that regardless of container shape or
size, the pressure will be maintained throughout, as
long as the fluid is confined. In other words, the
pressure in the fluid is the same everywhere within
the container.
FORCE MULTIPLICATION
Using the 10 PSI example used in the illustration
(Fig. 199), a force of 1000 lbs. can be moved with a
force of only 100 lbs. The secret of force multiplica-
tion in hydraulic systems is the total fluid contact
area employed. The illustration, (Fig. 199), shows an
area that is ten times larger than the original area.
The pressure created with the smaller 100 lb. input
is 10 PSI. The concept ªpressure is the same every-
whereº means that the pressure underneath the
larger piston is also 10 PSI. Pressure is equal to the
force applied divided by the contact area. Therefore,
by means of simple algebra, the output force may be
found. This concept is extremely important, as it is
also used in the design and operation of all shift
Fig. 197 Force and Pressure Relationship
Fig. 198 Pressure on a Confined Fluid
21 - 584 AUTOMATIC TRANSMISSION - 46REBR/BE

(11) Install front annulus gear over and onto front
planetary gear (Fig. 218). Be sure gears are fully
meshed and seated.
(12) Install front planetary and annulus gear
assembly (Fig. 219). Hold gears together and slide
them onto shaft. Be sure planetary pinions are
seated on sun gear and that planetary carrier is
seated on intermediate shaft.
(13) Place geartrain in upright position. Rotate
gears to be sure all components are seated and prop-
erly assembled. Snap-ring groove at forward end of
intermediate shaft will be completely exposed when
components are assembled correctly.
(14) Install new planetary snap-ring in groove at
end of intermediate shaft (Fig. 220).
(15) Turn planetary geartrain over. Position wood
block under front end of intermediate shaft and sup-
port geartrain on shaft. Be sure all geartrain parts
have moved forward against planetary snap-ring.
This is important for accurate end play check.
Fig. 218 Assembling Front Planetary And Annulus
Gears
1 - FRONT ANNULUS GEAR
2 - FRONT PLANETARY GEAR
Fig. 219 Installing Front Planetary And Annulus
Gear Assembly
1 - DRIVING SHELL
2 - ASSEMBLED FRONT PLANETARY AND ANNULUS GEARS
Fig. 220 Installing Planetary Snap-Ring
1 - SNAP-RING PLIERS
2 - PLANETARY SNAP-RING
21 - 590 AUTOMATIC TRANSMISSION - 46REBR/BE
PLANETARY GEARTRAIN/OUTPUT SHAFT (Continued)

CLEANING
Clean the clutch components with solvent and dry
them with compressed air. Do not use rags or shop
towels to dry any of the clutch parts. Lint from such
materials will adhere to component surfaces and
could restrict or block fluid passages after assembly.
INSPECTION
Replace the clutch discs if warped, worn, scored,
burned/charred, the lugs are damaged, or if the fac-
ing is flaking off. Replace the top and bottom pres-
sure plates if scored, warped, or cracked. Be sure the
driving lugs on the pressure and clutch plates are
also in good condition. The lugs must not be bent,
cracked or damaged in any way.
Replace the piston spring and wave spring if either
part is distorted, warped or broken.
Check the lug grooves in the clutch retainer. The
clutch and pressure plates should slide freely in the
slots. Replace the retainer if the grooves are worn or
damaged. Also check action of the check balls in the
retainer and piston. Each check ball must move
freely and not stick.
Replace the retainer bushing if worn, scored, or
doubt exists about bushing condition.
Inspect the piston and retainer seal surfaces for
nicks or scratches. Minor scratches can be removed
with crocus cloth. However, replace the piston and/or
retainer if the seal surfaces are seriously scored.
Check condition of the fiber thrust washer and
metal output shaft thrust washer. Replace either
washer if worn or damaged.
Check condition of the seal rings on the input shaft
and clutch retainer hub. Replace the seal rings only
if worn, distorted, or damaged. The input shaft front
seal ring is teflon with chamfered ends. The rear ring
is metal with interlocking ends.
Check the input shaft for wear, or damage. Replace
the shaft if worn, scored or damaged in any way.
ASSEMBLY
(1) Soak clutch discs in transmission fluid while
assembling other clutch parts.
(2) Install new seal rings on clutch retainer hub
and input shaft if necessary.
(a) Be sure clutch hub seal ring is fully seated in
groove and is not twisted.
(3) Lubricate splined end of input shaft and clutch
retainer with transmission fluid. Then partially press
input shaft into retainer (Fig. 224). Use a suitably
sized press tool to support retainer as close to input
shaft as possible.
(4) Install input shaft retaining ring.
(5) Press the input shaft the remainder of the way
into the clutch retainer.(6) Install new seals on clutch piston. Be sure lip
of each seal faces interior of clutch retainer.
(7) Lubricate lip of piston seals with generous
quantity of MopartDoor Ease. Then lubricate
retainer hub and bore with light coat of transmission
fluid.
(8) Install clutch piston in retainer. Use twisting
motion to seat piston in bottom of retainer. A thin
strip of plastic (about 0.0209thick), can be used to
guide seals into place if necessary.
CAUTION: Never push the clutch piston straight in.
This will fold the seals over causing leakage and
clutch slip. In addition, never use any type of metal
tool to help ease the piston seals into place. Metal
tools will cut, shave, or score the seals.
(9) Install piston spring in retainer and on top of
piston. Concave side of spring faces downward
(toward piston).
(10) Install the spacer ring and wave spring into
the retainer. Be sure spring is completely seated in
retainer groove.
(11) Install pressure plate (Fig. 223). Ridged side
of plate faces downward (toward piston) and flat side
toward clutch pack.
(12) Install first clutch disc in retainer on top of
pressure plate. Then install a clutch plate followed
Fig. 224 Pressing Input Shaft Into Rear Clutch
Retainer
1 - INPUT SHAFT
2 - REAR CLUTCH RETAINER
3 - PRESS RAM
BR/BEAUTOMATIC TRANSMISSION - 46RE 21 - 593
REAR CLUTCH (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)

The transmission throttle valve is operated by a
cam on the throttle lever. The throttle lever is oper-
ated by an adjustable cable (Fig. 233). 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.
ADJUSTMENTS - TRANSMISSION 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. 234). Then verify that the transmission
throttle lever (Fig. 235) 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. 236).
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.
(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.
Fig. 233 Throttle Valve Cable at Throttle Linkage
1 - THROTTLE LINKAGE
2 - THROTTLE VALVE CABLE LOCKING CLIP
3 - THROTTLE VALVE CABLE
Fig. 234 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 - 598 AUTOMATIC TRANSMISSION - 46REBR/BE
THROTTLE VALVE CABLE (Continued)

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. 236). 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. 236).
(7) While holding the T.V. cable in the set position
push the T.V. cable lock (A) into the down position
(Fig. 236). 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.
Fig. 235 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. 236 Throttle Valve Cable at Throttle Linkage
1 - THROTTLE LINKAGE
2 - THROTTLE VALVE CABLE LOCKING CLIP
3 - THROTTLE VALVE CABLE
BR/BEAUTOMATIC TRANSMISSION - 46RE 21 - 599
THROTTLE VALVE CABLE (Continued)

STATOR
The stator assembly (Fig. 240) is mounted on a sta-
tionary shaft which is an integral part of the oil
pump. The stator is located between the impeller and
turbine within the torque converter case (Fig. 241).
The stator contains an over-running clutch, which
allows the stator to rotate only in a clockwise direc-
tion. When the stator is locked against the over-run-
ning clutch, the torque multiplication feature of the
torque converter is operational.
TORQUE CONVERTER CLUTCH (TCC)
The TCC (Fig. 242) was installed to improve the
efficiency of the torque converter that is lost to the
slippage of the fluid coupling. Although the fluid cou-
pling provides smooth, shock-free power transfer, it is
natural for all fluid couplings to slip. If the impeller
and turbine were mechanically locked together, a
zero slippage condition could be obtained. A hydraulic
piston was added to the turbine, and a friction mate-
rial was added to the inside of the front cover to pro-
vide this mechanical lock-up.
Fig. 240 Stator Components
1 - CAM (OUTER RACE)
2 - ROLLER
3 - SPRING
4 - INNER RACE
Fig. 241 Stator Location
1-STATOR
2 - IMPELLER
3 - FLUID FLOW
4 - TURBINE
Fig. 242 Torque Converter Clutch (TCC)
1 - IMPELLER FRONT COVER
2 - THRUST WASHER ASSEMBLY
3 - IMPELLER
4-STATOR
5 - TURBINE
6 - PISTON
7 - FRICTION DISC
BR/BEAUTOMATIC TRANSMISSION - 46RE 21 - 603
TORQUE CONVERTER (Continued)

OPERATION
The converter impeller (Fig. 243) (driving member),
which is integral to the converter housing and bolted
to the engine drive plate, rotates at engine speed.
The converter turbine (driven member), which reacts
from fluid pressure generated by the impeller, rotates
and turns the transmission input shaft.
TURBINE
As the fluid that was put into motion by the impel-
ler blades strikes the blades of the turbine, some of
the energy and rotational force is transferred into the
turbine and the input shaft. This causes both of them
(turbine and input shaft) to rotate in a clockwise
direction following the impeller. As the fluid is leav-
ing the trailing edges of the turbine's blades it con-
tinues in a ªhinderingº direction back toward the
impeller. If the fluid is not redirected before it strikes
the impeller, it will strike the impeller in such a
direction that it would tend to slow it down.
STATOR
Torque multiplication is achieved by locking the
stator's over-running clutch to its shaft (Fig. 244).
Under stall conditions (the turbine is stationary), the
oil leaving the turbine blades strikes the face of the
stator blades and tries to rotate them in a counter-
clockwise direction. When this happens the overrun-
ning clutch of the stator locks and holds the statorfrom rotating. With the stator locked, the oil strikes
the stator blades and is redirected into a ªhelpingº
direction before it enters the impeller. This circula-
tion of oil from impeller to turbine, turbine to stator,
and stator to impeller, can produce a maximum
torque multiplication of about 2.4:1. 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 and is released when fluid is 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 con-
ditions, such as when the O/D switch is OFF, when
the vehicle is cruising on a level surface after the
vehicle has warmed up. The torque converter clutch
will 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.
Fig. 243 Torque Converter Fluid Operation
1 - APPLY PRESSURE 3 - RELEASE PRESSURE
2 - THE PISTON MOVES SLIGHTLY FORWARD 4 - THE PISTON MOVES SLIGHTLY REARWARD
21 - 604 AUTOMATIC TRANSMISSION - 46REBR/BE
TORQUE CONVERTER (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)