wiring DODGE RAM 2002 Service Repair Manual

REMOVAL
(1) Remove the key lock cylinder.
(2) Remove the three ignition mounting screws
(Fig. 11).
(3) Gently pull the switch away from the column.
Disconnect the electrical connector (Fig. 12).
(4) Disconnect the halo lamp wiring connector
(Fig. 12).
INSTALLATION
(1) Rotate the flag on the rear of the ignition
switch to the RUN position (Fig. 13). This step must
be done to allow the tang (Fig. 14) on the key cylin-
der to fit into the slots (Fig. 11)within the ignition
switch.
(2) With the key into the key lock cylinder, rotate
the key clockwise until the retaining pin can be
depressed (Fig. 14) or (Fig. 15).
(3) Install the key cylinder into the ignition switch
by aligning the retaining pin slot. Push the key cyl-
inder into the switch until the retaining pin engages.
After the pin engages, rotate the key to the OFF or
LOCK position.
(4) Check for proper retention of the key cylinder
by attempting to pull the cylinder from the switch.
(5) Automatic Transmission Only: Before attaching
the ignition switch to the steering column, the trans-
mission shifter must be in the PARK position. The
park lock dowel pin on the rear of the ignition switch
(Fig. 16) must also be properly indexed into the park
lock linkage (Fig. 17) before installing the switch.
(6) The flag at the rear of the ignition switch
must be properly indexed into the steering column
before installing the switch. This flag is used to oper-
ate the steering wheel lock lever in the steering col-
umn (Fig. 18). This lever allows the steering wheel
position to be locked when the key is in the LOCK
position.
(7) Place the ignition switch in the LOCK position.
The switch is in the LOCK position when the column
lock flag is parallel to the ignition switch terminals
(Fig. 16).
Fig. 11 SWITCH MOUNTING SCREWS
1 - IGNITION SWITCH
2 - SLOTS NOT ALIGNED
3 - SLOTS ALIGNED
4 - IGNITION SWITCH MOUNTING SCREWS
Fig. 12 IGNITION SWITCH AND HALO
CONNECTORS
1 - KEY-IN SWITCH & HALO LIGHT
2 - MULTI-FUNCTION SWITCH
3 - TURN SIGNAL SWITCH & LEVER
4 - IGNITION SWITCH
5 - SPEED CONTROL
Fig. 13 FLAG IN RUN POSITION
1 - REAR OF IGNITION SWITCH
2 - PARK LOCK DOWEL PIN (RUN POSITION)
3 - FLAG (RUN POSITION)
19 - 12 COLUMNBR/BE
IGNITION SWITCH (Continued)

(e) After installing the ignition switch rotate the
ignition key from the LOCK to the ON position.
Verify that the park lock slider moves in the slider
slot, allowing the gear shift lever to be moved out
of PARK (automatic transmissions only). If the
slider does not move , and the gear shift lever is
locked in PARK, the ignition switch park lock
dowel pin, on the rear of the ignition switch, is not
properly installed in the slot of the park lock slider
linkage. Remove the ignition switch and reinstall.
(11) Connect the electrical connectors for the igni-
tion switch and halo lamp.
(12) Install the steering column shrouds. Tighten
the screws to 2 N´m (17 in. lbs.).
(13) Install the tilt column lever. (if equipped).
(14) Connect the battery.
(15) Automatic Transmissions Only: The shifter
should lock in the PARK position when the key is in
the LOCK position (if equipped with a shift lock
device). The shifter should unlock when the key is
rotated to the ON position.
(16) Check for proper operation of the ignition
switch in ACCESSARY, LOCK, OFF, ON, RUN and
start positions.
(17) The steering wheel should lock when the key
is in the LOCK position. Rotate the steering wheel at
least 180É to verify. The steering wheel should unlock
when the key is rotated to the ON position.GEAR SHIFT LEVER
REMOVAL
(1) Remove the tilt lever.
(2) Remove the upper and lower shrouds.
(3) Remove the steering column opening cover
(Refer to 23 - BODY/INSTRUMENT PANEL/STEER-
ING COLUMN OPENING COVER - REMOVAL).
(4) Remove the steering column mounting nuts.
(5) Lower the steering column to remove the sec-
ondary shrouds.
(6) Raise the steering column back on the mount-
ing bolts and finger tighten the nuts.
(7) Disconnect over drive switch wiring.
(8) Using a drift of the appropriate size drive the
knurled pin out of the steering column and gear shift
lever. Remove the gear shift lever from the steering
column assembly.
CAUTION: The pin can only be removed from the
direction shown (Fig. 19).
Fig. 18 STEERING WHEEL LOCK LEVER
1 - STEERING COLUMN
2 - STEERING WHEEL LOCK LEVER
3 - LOCATER (SHAFT AT END OF FLAG)
Fig. 19 Gear Shift Lever Removal
1 - IGNITION SWITCH
2 - KNURLED PIN
3 - GEARSHIFT LEVER
4 - SOCKET
5 - DRIFT
6 - HAMMER
19 - 14 COLUMNBR/BE
IGNITION SWITCH (Continued)

INSTALLATION
(1) Install the gear shift lever into the steering col-
umn assembly. Align the pin holes in the gear shift
lever and the steering column assembly.
CAUTION: The pin must be installed in the original
direction.
(2) Carefully Install the pin into the steering col-
umn assembly and through the shift lever. If the pin
binds check the alignment on the holes. Be sure pin
is fully installed into the steering column assembly.
(3) Connect over drive switch wiring.
(4) Lower the steering column to install the sec-
ondary shrouds.
(5) Install the steering column mounting nuts.
Tighten the nuts to 12 N´m (105 in. lbs.).
(6) Install the steering column opening cover
(Refer to 23 - BODY/INSTRUMENT PANEL/STEER-ING COLUMN OPENING COVER - INSTALLA-
TION).
(7) Install the upper and lower shrouds.
(8) Install the tilt lever.
STEERING WHEEL
REMOVAL
For steering wheel removal procedure,(Refer to 8 -
ELECTRICAL/RESTRAINTS/CLOCKSPRING -
REMOVAL).
INSTALLATION
For steering wheel installation procedure,(Refer to
8 - ELECTRICAL/RESTRAINTS/CLOCKSPRING -
INSTALLATION).
BR/BECOLUMN 19 - 15
GEAR SHIFT LEVER (Continued)

Note that the rear clutch is applied in all forward
ranges (D, 2, 1). The transmission overrunning clutch
is applied in first gear (D, 2 and 1 ranges) only. The
rear band is applied in 1 and R range only.
Note that the overdrive clutch is applied only in
fourth gear and the overdrive direct clutch and over-
running clutch are applied in all ranges except fourth
gear.
For example: If slippage occurs in first gear in D
and 2 range but not in 1 range, the transmission
overrunning clutch is faulty. Similarly, if slippage
occurs in any two forward gears, the rear clutch is
slipping.
Applying the same method of analysis, note that
the front and rear clutches are applied simulta-
neously only in D range third and fourth gear. If the
transmission slips in third gear, either the front
clutch or the rear clutch is slipping.
If the transmission slips in fourth gear but not in
third gear, the overdrive clutch is slipping. By select-
ing another gear which does not use these clutches,
the slipping unit can be determined. For example, if
the transmission also slips in Reverse, the front
clutch is slipping. If the transmission does not slip in
Reverse, the rear clutch is slipping.
If slippage occurs during the 3-4 shift or only in
fourth gear, the overdrive clutch is slipping. Simi-
larly, if the direct clutch were to fail, the transmis-
sion would lose both reverse gear and overrun
braking in 2 position (manual second gear).
If the transmission will not shift to fourth gear, the
control switch, overdrive solenoid or related wiring
may also be the problem cause.
This process of elimination can be used to identify
a slipping unit and check operation. Proper use of
the Clutch and Band Application Chart is the key.
Although road test analysis will help determine the
slipping unit, the actual cause of a malfunction usu-
ally cannot be determined until hydraulic and air
pressure tests are performed. Practically any condi-
tion can be caused by leaking hydraulic circuits or
sticking valves.
Unless a malfunction is obvious, such as no drive
in D range first gear, do not disassemble the trans-
mission. Perform the hydraulic and air pressure tests
to help determine the probable cause.
DIAGNOSIS AND TESTING - HYDRAULIC
PRESSURE TEST
Hydraulic test pressures range from a low of one
psi (6.895 kPa) governor pressure, to 300 psi (2068
kPa) at the rear servo pressure port in reverse.
An accurate tachometer and pressure test gauges
are required. Test Gauge C-3292 has a 100 psi range
and is used at the accumulator, governor, and front
servo ports. Test Gauge C-3293-SP has a 300 psirange and is used at the rear servo and overdrive
ports where pressures exceed 100 psi.
Pressure Test Port Locations
Test ports are located at both sides of the transmis-
sion case (Fig. 9).
Line pressure is checked at the accumulator port
on the right side of the case. The front servo pressure
port is at the right side of the case just behind the
filler tube opening.
The rear servo and governor pressure ports are at
the right rear of the transmission case. The overdrive
clutch pressure port is at the left rear of the case.
Test One - Transmission In Manual Low
This test checks pump output, pressure regulation,
and condition of the rear clutch and servo circuit.
Both test gauges are required for this test.
(1) Connect tachometer to engine. Position tachom-
eter so it can be observed from driver seat if helper
will be operating engine. Raise vehicle on hoist that
will allow rear wheels to rotate freely.
Fig. 9 Pressure Test Port Locations
1 - REAR SERVO TEST PORT
2 - GOVERNOR TEST PORT
3 - ACCUMULATOR TEST PORT
4 - FRONT SERVO TEST PORT
5 - OVERDRIVE CLUTCH TEST PORT
21 - 98 AUTOMATIC TRANSMISSION - 46REBR/BE
AUTOMATIC TRANSMISSION - 46RE (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
SLIPS IN LOW GEAR9D9
ONLY, BUT NOT IN
MANUAL 1 POSITIONOverrunning Clutch Faulty. Replace overrunning clutch.
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 - 108 AUTOMATIC TRANSMISSION - 46REBR/BE
AUTOMATIC TRANSMISSION - 46RE (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 - 46RE 21 - 109
AUTOMATIC TRANSMISSION - 46RE (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
SLIPS IN OVERDRIVE
FOURTH GEAR1. Fluid Level Low. 1. Add fluid and check for leaks.
2. Overdrive Clutch Pack Worn. 2. Remove overdrive unit and rebuild clutch
pack.
3. Overdrive Piston Retainer Bleed
Orifice Blown Out.3. Disassemble transmission, remove
retainer and replace orifice.
4. Overdrive Piston or Seal
Malfunction.4. Remove overdrive unit. Replace seals if
worn. Replace piston if damaged. If piston
retainer is damaged, remove and
disassemble the transmission.
5. 3-4 Shift Valve, Timing Valve or
Accumulator Malfunction.5. Remove and overhaul valve body.
Replace accumulator seals. Make sure all
valves operate freely in bores and do not
bind or stick. Make sure valve body screws
are correctly tightened and separator plates
are properly positioned.
6. Overdrive Unit Thrust Bearing
Failure.6. Disassemble overdrive unit and replace
thrust bearing (NO. 1 thrust bearing is
between overdrive piston and clutch hub;
NO. 2 thrust bearing is between the
planetary gear and the direct clutch spring
plate; NO. 3 thrust bearing is between
overrunning clutch hub and output shaft).
7. O/D Check Valve/Bleed Orifice
Failure.7. Check for function/secure orifice insert in
O/D piston retainer.
DELAYED 3-4 UPSHIFT
(SLOW TO ENGAGE)1. Fluid Level Low. 1. Add fluid and check for leaks.
2. Throttle Valve Cable Mis-adjusted. 2. Adjust throttle valve cable.
3. Overdrive Clutch Pack Worn/
Burnt.3. Remove unit and rebuild clutch pack.
4. TPS Faulty. 4. Test with DRBTscan tool and replace as
necessary
5. Overdrive Clutch Bleed Orifice
Plugged.5. Disassemble transmission and replace
orifice.
6. Overdrive Solenoid or Wiring
Shorted/Open.6. Test solenoid and check wiring for
loose/corroded connections or shorts/
grounds. Replace solenoid if faulty and
repair wiring if necessary.
7. Overdrive Excess Clearance. 7. Remove unit. Measure end play and
select proper spacer.
8. O/D Check Valve Missing or
Stuck.8. Check for presence of check valve.
Repair or replace as required.
BR/BEAUTOMATIC TRANSMISSION - 46RE 21 - 111
AUTOMATIC TRANSMISSION - 46RE (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
TORQUE CONVERTER
LOCKS UP IN SECOND
AND/OR THIRD GEARLockup Solenoid, Relay or Wiring
Shorted/Open.Test solenoid, relay and wiring for
continuity, shorts or grounds. Replace
solenoid and relay if faulty. Repair wiring
and connectors as necessary.
HARSH 1-2, 2-3, 3-4 OR
3-2 SHIFTSLockup Solenoid Malfunction. Remove valve body and replace solenoid
assembly.
NO START IN PARK OR
NEUTRAL1. Gearshift Linkage/Cable
Mis-adjusted.1. Adjust linkage/cable.
2. Neutral Sense Wire Open/Cut. 2. Check continuity with test lamp. Repair
as required.
3. Park/Neutral Switch, or
Transmission Range Sensor Faulty.3. Refer to service section for test and
replacement procedure.
4. Park/Neutral Switch, or
Transmission Range Sensor
Connection Faulty.4. Connectors spread open. Repair.
5. Valve Body Manual Lever
Assembly Bent/Worn/Broken.5. Inspect lever assembly and replace if
damaged.
NO REVERSE (OR SLIPS
IN REVERSE)1. Direct Clutch Pack (front clutch)
Worn.1. Disassemble unit and rebuild clutch
pack.
2. Rear Band Mis-adjusted. 2. Adjust band.
3. Front Clutch Malfunctioned/
Burned.3. Air-pressure test clutch operation.
Remove and rebuild if necessary.
4. Overdrive Thrust Bearing Failure. 4. Disassemble geartrain and replace
bearings.
5. Direct Clutch Spring Collapsed/
Broken.5. Remove and disassemble unit. Check
clutch position and replace spring.
21 - 112 AUTOMATIC TRANSMISSION - 46REBR/BE
AUTOMATIC TRANSMISSION - 46RE (Continued)

PRESSURE TEST
Overdrive clutch Fourth gear only Pressure should be 469-496 kPa (68-72 psi) with
closed throttle and increase to 620-896 kPa (90-130
psi) at 1/2 to 3/4 throttle.
Line pressure (at
accumulator)Closed throttle 372-414 kPa (54-60 psi).
Front servo Third gear only No more than 21 kPa (3 psi) lower than line pressure.
Rear servo 1 range No more than 21 kPa (3 psi) lower than line pressure.
R range 1103 kPa (160 psi) at idle, builds to 1862 kPa (270 psi)
at 1600 rpm.
Governor D range closed throttle Pressure should respond smoothly to changes in mph
and return to 0-7 kPa (0-1.5 psi) when stopped with
transmission in D, 1, 2. Pressure above 7 kPa (1.5 psi)
at stand still will prevent transmission from
downshifting.
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Fitting, cooler line at trans 18 13 -
Bolt, torque convertor 31 23 -
Bolt, clevis bracket to
crossmember47 35 -
Bolt, clevis bracket to rear
support68 50 -
Bolt, driveplate to
crankshaft75 55 -
Plug, front band reaction 17 13 -
Locknut, front band adj. 34 25 -
Switch, park/neutral 34 25 -
Bolt, fluid pan 13.6 - 125
Screws, fluid filter 4 - 35
Bolt, oil pump 20 15 -
Bolt, overrunning clutch
cam17 13 -
Bolt, O/D to trans. 34 25 -
Bolt, O/D piston retainer 17 13 -
Plug, pressure test port 14 10 -
Bolt, reaction shaft
support20 15 -
Locknut, rear band 41 30 -
Bolt, valve body to case 12 - 100
Sensor, trans speed 27 20 -
Screw, solenoid wiring
connector4-35
Screw, solenoid to transfer
plate4-35
BR/BEAUTOMATIC TRANSMISSION - 46RE 21 - 145
AUTOMATIC TRANSMISSION - 46RE (Continued)

(6) Install selective spacer on intermediate shaft, if
removed. Spacer goes in groove just rearward of
shaft rear splines (Fig. 181).
(7) Install thrust bearing in overdrive unit sliding
hub. Use petroleum jelly to hold bearing in position.
CAUTION: Be sure the shoulder on the inside diam-
eter of the bearing is facing forward.
(8) Verify that splines in overdrive planetary gear
and overrunning clutch hub are aligned with Align-
ment Tool 6227-2. Overdrive unit cannot be installed
if splines are not aligned. If splines have rotated out
of alignment, unit will have to be disassembled to
realign splines.
(9) Carefully slide Alignment Tool 6227-2 out of
overdrive planetary gear and overrunning clutch
splines.(10) Raise overdrive unit and carefully slide it
straight onto intermediate shaft. Insert park rod into
park lock reaction plug at same time. Avoid tilting
overdrive during installation as this could cause
planetary gear and overrunning clutch splines to
rotate out of alignment. If this occurs, it will be nec-
essary to remove and disassemble overdrive unit to
realign splines.
(11) Work overdrive unit forward on intermediate
shaft until seated against transmission case.
(12) Install bolts attaching overdrive unit to trans-
mission unit. Tighten bolts in diagonal pattern to 34
N´m (25 ft-lbs).
(13) Connect the transmission speed sensor and
overdrive wiring connectors.
(14) Install the transfer case, if equipped.
(15) Align and install rear propeller shaft, if nec-
essary. (Refer to 3 - DIFFERENTIAL & DRIVELINE/
PROPELLER SHAFT/PROPELLER SHAFT -
INSTALLATION)OVERDRIVE SWITCH
DESCRIPTION
The overdrive OFF (control) switch is located in
the shift lever arm (Fig. 182). The switch is a
momentary contact device that signals the PCM to
toggle current status of the overdrive function.
OPERATION
At key-on, overdrive operation is allowed. Pressing
the switch once causes the overdrive OFF mode to be
entered and the overdrive OFF switch lamp to be
illuminated. Pressing the switch a second time
causes normal overdrive operation to be restored and
the overdrive lamp to be turned off. The overdrive
OFF mode defaults to ON after the ignition switch is
cycled OFF and ON. The normal position for the con-
Fig. 180 Trimming Overdrive Case Gasket
1 - GASKET
2 - SHARP KNIFE
Fig. 181 Intermediate Shaft Selective Spacer
Location
1 - SELECTIVE SPACER
2 - SPACER GROOVE
3 - INTERMEDIATE SHAFT
Fig. 182 Overdrive Off Switch
21 - 190 AUTOMATIC TRANSMISSION - 46REBR/BE
OVERDRIVE UNIT (Continued)