PCM DODGE RAM 2002 Service Repair Manual

The valve is serviced as an assembly; it is not
repairable. Do not clean the valve if restricted, or
contaminated by sludge, or debris. If the valve fails,
or if a transmission malfunction occurs that gener-
ates significant amounts of sludge and/or clutch par-
ticles and metal shavings, the valve must be
replaced.
The valve must be removed whenever the cooler
and lines are reverse flushed. The valve can be flow
tested when necessary. The procedure is exactly the
same as for flow testing a cooler.
If the valve is restricted, installed backwards, or in
the wrong line, it will cause an overheating condition
and possible transmission failure.
CAUTION: The drainback valve is a one-way flow
device. It must be properly oriented in terms of flow
direction for the cooler to function properly. The
valve must be installed in the pressure line. Other-
wise flow will be blocked and would cause an over-
heating condition and eventual transmission failure.
TRANSMISSION
TEMPERATURE SENSOR
DESCRIPTION
Transmission fluid temperature readings are sup-
plied to the transmission control module by the ther-
mistor (Fig. 246). The temperature readings are used
to control engagement of the fourth gear overdrive
clutch, the converter clutch, and governor pressure.
Normal resistance value for the thermistor at room
temperature is approximately 2000 ohms.
The thermistor is part of the governor pressure
sensor assembly and is immersed in transmission
fluid at all times.
OPERATION
The PCM prevents engagement of the converter
clutch and overdrive clutch, when fluid temperature
is below approximately 10ÉC (50ÉF).
If fluid temperature exceeds 126ÉC (260ÉF), the
PCM causes a 4-3 downshift and engage the con-
verter clutch. Engagement is according to the third
gear converter clutch engagement schedule.
The overdrive OFF lamp in the instrument panel
illuminates when the shift back to third occurs. The
transmission will not allow fourth gear operation
until fluid temperature decreases to approximately
110ÉC (230ÉF).
VALVE BODY
DESCRIPTION
The valve body consists of a cast aluminum valve
body, a separator plate, and transfer plate. The valve
body contains valves and check balls that control
fluid delivery to the torque converter clutch, bands,
and frictional clutches. The valve body contains the
following components (Fig. 247), (Fig. 248), (Fig.
249), and (Fig. 250):
²Regulator valve
²Regulator valve throttle pressure plug
²Line pressure plug and sleeve
²Kickdown valve
²Kickdown limit valve
²1-2 shift valve
²1-2 control valve
²2-3 shift valve
²2-3 governor plug
²3-4 shift valve
²3-4 timing valve
²3-4 quick fill valve
²3-4 accumulator
²Throttle valve
²Throttle pressure plug
²Switch valve
²Manual valve
²Converter clutch lock-up valve
²Converter clutch lock-up timing Valve
²Shuttle valve
²Shuttle valve throttle plug
²Boost Valve
²10 check balls
By adjusting the spring pressure acting on the reg-
ulator valve, transmission line pressure can be
adjusted.
Fig. 246 Governor Pressure Sensor
1 - GOVERNOR BODY
2 - GOVERNOR PRESSURE SENSOR/TRANSMISSION FLUID
TEMPERATURE THERMISTOR
21 - 218 AUTOMATIC TRANSMISSION - 46REBR/BE
TORQUE CONVERTER DRAINBACK VALVE (Continued)

3-4 SHIFT VALVE
The PCM energizes the overdrive solenoid during the
3-4 upshift (Fig. 263). 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 upshiftvalve. Line pressure on the 3-4 shift valve overcomes
valve spring pressure moving the valve to the upshift
position (Fig. 264). This action exposes the feed pas-
sages to the 3-4 timing valve, 3-4 quick fill valve, 3-4
accumulator, and ultimately to the overdrive piston.
Fig. 260 1-2 Shift Control Valve
Fig. 261 2-3 Shift Valve-Before Shift
21 - 230 AUTOMATIC TRANSMISSION - 46REBR/BE
VALVE BODY (Continued)

CONVERTER CLUTCH LOCK-UP VALVE
The torque converter clutch (TCC) lock-up valve
controls the back (ON) side of the torque converter
clutch. When the PCM energizes the TCC solenoid to
engage the converter clutch piston, pressure is
applied to the TCC lock-up valve which moves to the
right and applies pressure to the torque converter
clutch.
CONVERTER CLUTCH LOCK-UP TIMING VALVE
The torque converter clutch (TCC) lock-up timing
valve is there to block any 4-3 downshift until the
TCC is completely unlocked and the clutch is disen-
gaged.
SHUTTLE VALVE
The assembly is contained in a bore in the valve
body above the shift valves. When the manual valve
is positioned in the Drive range, throttle pressure
acts on the throttle plug of the shuttle valve (Fig.
260) to move it against a spring, increasing the
spring force on the shuttle valve. During a part or
full throttle 1-2 upshift, the throttle plug is bottomed
by throttle pressure, holding the shuttle valve to the
right against governor pressure, and opening a
by±pass circuit. The shuttle valve controls the qual-
ity of the kickdown shift by restricting the rate of
fluid discharge from the front clutch and servo
release circuits. During a 3-2 kickdown, fluid dis-
charges through the shuttle by-pass circuit. When
the shuttle valve closes the by-pass circuit, fluid dis-
charge is restricted and controlled for the application
of the front band. During a 2-3 ªlift footº upshift, the
shuttle valve by-passes the restriction to allow full
fluid flow through the by-pass groove for a faster
release of the band.
Fig. 268 Manual Valve
BR/BEAUTOMATIC TRANSMISSION - 46RE 21 - 235
VALVE BODY (Continued)

IDENTIFICATION
Transmission identification numbers are stamped
on the left side of the case just above the oil pan gas-
ket surface (Fig. 2). Refer to this information when
ordering replacement parts.
GEAR RATIOS
The 47RE gear ratios are:
1st.................................2.45:1
2nd................................1.45:1
3rd.................................1.00:1
4th.................................0.69:1
Rev..................................2.21
OPERATION
The application of each driving or holding compo-
nent is controlled by the valve body based upon the
manual lever position, throttle pressure, and gover-
nor pressure. The governor pressure is a variable
pressure input to the valve body and is one of the
signals that a shift is necessary. First through fourth
gear are obtained by selectively applying and releas-
ing the different clutches and bands. Engine power is
thereby routed to the various planetary gear assem-
blies which combine with the overrunning clutch
assemblies to generate the different gear ratios. 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 converter clutch is con-
trolled by the Powertrain Control Module (PCM). The
torque converter clutch engages in fourth gear, and
in third gear under various conditions, such as when
the O/D switch is OFF, when the vehicle is cruising
on a level surface after the vehicle has warmed up.
The torque converter clutch will disengage momen-
tarily 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. The
torque converter clutch feature increases fuel econ-
omy and reduces the transmission fluid temperature.
Since the overdrive clutch is applied in fourth gear
only and the direct clutch is applied in all ranges
except fourth gear, the transmission operation for
park, neutral, and first through third gear will be
described first. Once these powerflows are described,
the third to fourth shift sequence will be described.
1 - TORQUE CONVERTER 11 - DIRECT CLUTCH
2 - INPUT SHAFT 12 - PLANETARY GEAR
3 - OIL PUMP 13 - OUTPUT SHAFT
4 - FRONT BAND 14 - SEAL
5 - FRONT CLUTCH 15 - INTERMEDIATE SHAFT
6 - REAR CLUTCH 16 - OVERDRIVE OVERRUNNING CLUTCH
7 - PLANETARIES 17 - DIRECT CLUTCH SPRING
8 - REAR BAND 18 - OVERDRIVE PISTON RETAINER
9 - OVERRUNNING CLUTCH 19 - FILTER
10 - OVERDRIVE CLUTCH 20 - VALVE BODY
Fig. 2 Transmission Part and Serial Number
Location
1 - PART NUMBER
2 - BUILD DATE
3 - SERIAL NUMBER
BR/BEAUTOMATIC TRANSMISSION - 47RE 21 - 263
AUTOMATIC TRANSMISSION - 47RE (Continued)

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
overdrive 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 timingvalve 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 malfunc-
tions. 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 necessary.
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
21 - 268 AUTOMATIC TRANSMISSION - 47REBR/BE
AUTOMATIC TRANSMISSION - 47RE (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
NO KICKDOWN OR
NORMAL DOWNSHIFT1. Throttle Linkage Mis-adjusted. 1. Adjust linkage.
2. Accelerator Pedal Travel
Restricted.2. Verify floor mat is not under pedal, repair
worn accelerator cable or bent brackets.
3. Valve Body Hydraulic Pressures
Too High or Too Low Due to Valve
Body Malfunction or Incorrect
Hydraulic Control Pressure
Adjustments.3. Perform hydraulic pressure tests to
determine cause and repair as required.
Correct valve body pressure adjustments as
required.
4. Governor Circuit Electrical Fault. 4. Test with DRBTscan tool and repair as
required.
5. Valve Body Malfunction. 5. Perform hydraulic pressure tests to
determine cause and repair as required.
Correct valve body pressure adjustments as
required.
6. TPS Malfunction. 6. Replace sensor, check with DRBTscan
tool.
7. PCM Malfunction. 7. Check with DRBTscan tool and replace
if required.
8. Valve Body Malfunction. 8. Repair sticking 1-2, 2-3 shift valves,
governor plugs, 3-4 solenoid, 3-4 shift
valve, 3-4 timing valve.
STUCK IN LOW GEAR
(WILL NOT UPSHIFT)1. Throttle Linkage Mis-adjusted/
Stuck.1. Adjust linkage and repair linkage if worn
or damaged. Check for binding cable or
missing return spring.
2. Gearshift Linkage Mis-adjusted. 2. Adjust linkage and repair linkage if worn
or damaged.
3. Governor Component Electrical
Fault.3. Check operating pressures and test with
DRBTscan tool, repair faulty component.
4. Front Band Out of Adjustment. 4. Adjust Band.
5. Clutch or Servo Malfunction. 5. Air pressure check operation of clutches
and bands. Repair faulty component.
CREEPS IN NEUTRAL 1. Gearshift Linkage Mis-adjusted. 1. Adjust linkage.
2. Rear Clutch Dragging/Warped. 2. Disassemble and repair.
3. Valve Body Malfunction. 3. Perform hydraulic pressure test to
determine cause and repair as required.
21 - 278 AUTOMATIC TRANSMISSION - 47REBR/BE
AUTOMATIC TRANSMISSION - 47RE (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
GROWLING, GRATING OR
SCRAPING NOISES1. Drive Plate Broken. 1. Replace.
2. Torque Converter Bolts Hitting
Dust Shield.2. Dust shield bent. Replace or repair.
3. Planetary Gear Set Broken/
Seized.3. Check for debris in oil pan and repair as
required.
4. Overrunning Clutch Worn/Broken. 4. Inspect and check for debris in oil pan.
Repair as required.
5. Oil Pump Components Scored/
Binding.5. Remove, inspect and repair as required.
6. Output Shaft Bearing or Bushing
Damaged.6. Remove, inspect and repair as required.
7. Clutch Operation Faulty. 7. Perform air pressure check and repair as
required.
8. Front and Rear Bands Mis-
adjusted.8. Adjust bands.
DRAGS OR LOCKS UP 1. Fluid Level Low. 1. Check and adjust level.
2. Clutch Dragging/Failed 2. Air pressure check clutch operation and
repair as required.
3. Front or Rear Band Mis-adjusted. 3. Adjust bands.
4. Case Leaks Internally. 4. Check for leakage between passages in
case.
5. Servo Band or Linkage
Malfunction.5. Air pressure check servo operation and
repair as required.
6. Overrunning Clutch Worn. 6. Remove and inspect clutch. Repair as
required.
7. Planetary Gears Broken. 7. Remove, inspect and repair as required
(look for debris in oil pan).
8. Converter Clutch Dragging. 8. Check for plugged cooler. Perform flow
check. Inspect pump for excessive side
clearance. Replace pump as required.
NO 4-3 DOWNSHIFT 1. Circuit Wiring and/or Connectors
Shorted.1. Test wiring and connectors with test lamp
and volt/ohmmeter. Repair wiring as
necessary. Replace connectors and/or
harnesses as required.
2. PCM Malfunction. 2. Check PCM operation with DRBTscan
tool. Replace PCM only if faulty.
3. TPS Malfunction 3. Check TPS with DRBTscan tool at PCM.
4. Lockup Solenoid Not Venting. 4. Remove valve body and replace solenoid
assembly if plugged or shorted.
5. Overdrive Solenoid Not Venting. 5. Remove valve body and replace solenoid
if plugged or shorted.
6. Valve Body Valve Sticking. 6. Repair stuck 3-4 shift valve or lockup
timing valve.
21 - 280 AUTOMATIC TRANSMISSION - 47REBR/BE
AUTOMATIC TRANSMISSION - 47RE (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
NO 4-3 DOWNSHIFT
WHEN CONTROL SWITCH
IS TURNED OFF1. Control Switch Open/Shorted. 1. Test and replace switch if faulty.
2. Overdrive Solenoid Connector
Shorted.2. Test solenoids and replace if seized or
shorted.
3. PCM Malfunction. 3. Test with DRBTscan tool. Replace PCM
if faulty.
4. Valve Body Stuck Valves. 4. Repair stuck 3-4, lockup or lockup timing
valve.
CLUNK NOISE FROM
DRIVELINE ON CLOSED
THROTTLE 4-3
DOWNSHIFT1. Transmission Fluid Low. 1. Add Fluid.
2. Throttle Cable Mis-adjusted. 2. Adjust cable.
3. Overdrive Clutch Select Spacer
Wrong Spacer.3. Replace overdrive piston thrust plate
spacer.
3-4 UPSHIFT OCCURS
IMMEDIATELY AFTER 2-3
SHIFT1. Overdrive Solenoid Connector or
Wiring Shorted.1. Test connector and wiring for loose
connections, shorts or ground and repair as
needed.
2. TPS Malfunction. 2. Test TPS and replace as necessary.
Check with DRBTscan tool.
3. PCM Malfunction. 3. Test PCM with DRBTscan tool and
replace controller if faulty.
4. Overdrive Solenoid Malfunction. 4. Replace solenoid.
5. Valve Body Malfunction. 5. Remove, disassemble, clean and inspect
valve body components. Make sure all
valves and plugs slide freely in bores.
Polish valves with crocus cloth if needed.
WHINE/NOISE RELATED
TO ENGINE SPEED1. Fluid Level Low. 1. Add fluid and check for leaks.
2. Shift Cable Incorrect Routing. 2. Check shift cable for correct routing.
Should not touch engine or bell housing.
BR/BEAUTOMATIC TRANSMISSION - 47RE 21 - 281
AUTOMATIC TRANSMISSION - 47RE (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
NO 3-4 UPSHIFT 1. O/D Switch In OFF Position. 1. Turn control switch to ON position.
2. Overdrive Circuit Fuse Blown. 2. Replace fuse. Determine why fuse failed
and repair as necessary (i.e., shorts or
grounds in circuit).
3. O/D Switch Wire Shorted/Open
Cut.3. Check wires/connections with 12V test
lamp and voltmeter. Repair damaged or
loose wire/connection as necessary.
4. Distance or Coolant Sensor
Malfunction.4. Check with DRBTscan tool and repair or
replace as necessary.
5. TPS Malfunction. 5. Check with DRBTscan tool and replace
if necessary.
6. Neutral Sense to PCM Wire
Shorted/Cut.6. Test switch/sensor as described in
service section and replace if necessary.
Engine no start.
7. PCM Malfunction. 7. Check with DRBTscan tool and replace
if necessary.
8. Overdrive Solenoid Shorted/Open. 8. Replace solenoid if shorted or open and
repair loose or damaged wires (DRBTscan
tool).
9. Solenoid Feed Orifice in Valve
Body Blocked.9. Remove, disassemble, and clean valve
body thoroughly. Check feed orifice.
10. Overdrive Clutch Failed. 10. Disassemble overdrive and repair as
needed.
11. Hydraulic Pressure Low. 11. Pressure test transmission to determine
cause.
12. Valve Body Valve Stuck. 12. Repair stuck 3-4 shift valve, 3-4 timing
valve.
13. O/D Piston Incorrect Spacer. 13. Remove unit, check end play and install
correct spacer.
14. Overdrive Piston Seal Failure. 14. Replace both seals.
15. O/D Check Valve/Orifice Failed. 15. Check for free movement and secure
assembly (in piston retainer). Check ball
bleed orifice.
21 - 282 AUTOMATIC TRANSMISSION - 47REBR/BE
AUTOMATIC TRANSMISSION - 47RE (Continued)

REAR BAND
The transmission oil pan must be removed for
access to the rear band adjusting screw.
(1) Raise vehicle.
(2) Remove transmission oil pan and drain fluid.
(3) Loosen band adjusting screw locknut 5-6 turns.
Be sure adjusting screw turns freely in lever.
(4) Tighten adjusting screw to 8 N´m (72 in. lbs.)
torque (Fig. 68).
(5) Back off adjusting screw 3 turns.
(6) Hold adjusting screw in place and tighten lock-
nut to 34 N´m (25 ft. lbs.) torque.
(7) Position new gasket on oil pan and install pan
on transmission. Tighten pan bolts to 13.6 N´m (125
in. lbs.) torque.
(8) Lower vehicle and refill transmission with
MopartATF +4, Type 9602 fluid.
ELECTRONIC GOVERNOR
DESCRIPTION
Governor pressure is controlled electronically. Com-
ponents used for governor pressure control include:
²Governor body
²Valve body transfer plate
²Governor pressure solenoid valve
²Governor pressure sensor
²Fluid temperature thermistor
²Throttle position sensor (TPS)
²Transmission speed sensor
²Powertrain control module (PCM)
GOVERNOR PRESSURE SOLENOID VALVE
The solenoid valve is a duty-cycle solenoid which
regulates the governor pressure needed for upshifts
and downshifts. It is an electro-hydraulic device
located in the governor body on the valve body trans-
fer plate (Fig. 69).
GOVERNOR PRESSURE SENSOR
The governor pressure sensor measures output
pressure of the governor pressure solenoid valve (Fig.
70).
GOVERNOR BODY AND TRANSFER PLATE
The transfer plate is designed to supply transmis-
sion line pressure to the governor pressure solenoid
valve and to return governor pressure.
The governor pressure solenoid valve is mounted in
the governor body. The body is bolted to the lower
side of the transfer plate (Fig. 70).
GOVERNOR PRESSURE CURVES
There are four governor pressure curves pro-
grammed into the transmission control module. The
different curves allow the control module to adjust
governor pressure for varying conditions. One curve
is used for operation when fluid temperature is at, or
below, ±1ÉC (30ÉF). A second curve is used when fluid
Fig. 67 Front Band Adjustment Screw Location
1 - LOCK-NUT
2 - FRONT BAND ADJUSTER
Fig. 68 Rear Band Adjustment Screw Location
1 - LOW-REVERSE BAND ADJUSTMENT
Fig. 69 Governor Pressure Solenoid Valve
1 - SOLENOID FILTER
2 - GOVERNOR PRESSURE SOLENOID
21 - 322 AUTOMATIC TRANSMISSION - 47REBR/BE
BANDS (Continued)