DODGE RAM 2002 Service Repair Manual

(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
by a clutch disc until entire clutch pack is installed
(4 discs and 3 plates are required) (Fig. 223).
(13) Install the reaction plate.
(14) Install selective snap-ring. Be sure snap-ring
is fully seated in retainer groove.
(15) Using a suitable gauge bar and dial indicator,
measure clutch pack clearance (Fig. 217).
(a) Position gauge bar across the clutch drum
with the dial indicator pointer on the pressure
plate (Fig. 217).
(b) Using two small screw drivers, lift the pres-
sure plate and release it.
(c) Zero the dial indicator.
(d) Lift the pressure plate until it contacts the
snap-ring and record the dial indicator reading.
Clearance should be 0.635 - 0.914 mm (0.025 -
0.036 in.). If clearance is incorrect, steel plates, discs,
selective snap ring and pressure plates may have to
be changed.
The selective snap ring thicknesses are:
²0.107 - 0.109 in.
²0.098 - 0.100 in.
²0.095 - 0.097 in.
²0.083 - 0.085 in.
²0.076 - 0.078 in.
²0.071 - 0.073 in.
²0.060 - 0.062 in.
(16) Coat rear clutch thrust washer with petro-
leum jelly and install washer over input shaft and
into clutch retainer (Fig. 218). Use enough petroleum
jelly to hold washer in place.
(17) Set rear clutch aside for installation during
final assembly.
REAR SERVO
DESCRIPTION
The rear (low/reverse) servo consists of a single
stage or diameter piston and a spring loaded plug.
The spring is used to cushion the application of the
rear (low/reverse) band.
OPERATION
While in the de-energized state (no pressure
applied), the piston is held up in its bore by the pis-
ton spring. The plug is held down in its bore, in the
piston, by the plug spring. When pressure is applied
to the top of the piston, the plug is forced down in its
bore, taking up any clearance. As the piston moves, it
causes the plug spring to compress, and the pistonmoves down over the plug. The piston continues to
move down until it hits the shoulder of the plug and
fully applies the band. The period of time from the
initial application, until the piston is against the
shoulder of the plug, represents a reduced shocking
of the band that cushions the shift.
DISASSEMBLY
(1) Remove small snap-ring and remove plug and
spring from servo piston (Fig. 219).
(2) Remove and discard servo piston seal ring.
Fig. 217 Checking Rear Clutch Pack Clearance
1 - DIAL INDICATOR
2 - PRESSURE PLATE
3 - SNAP-RING
4-STAND
5 - REAR CLUTCH
6 - GAUGE BAR
Fig. 218 Installing Rear Clutch Thrust Washer
1 - REAR CLUTCH RETAINER
2 - REAR CLUTCH THRUST WASHER
21 - 378 AUTOMATIC TRANSMISSION - 47REBR/BE
REAR CLUTCH (Continued)

CLEANING
Remove and discard the servo piston seal ring (Fig.
220). Then clean the servo components with solvent
and dry with compressed air. Replace either spring if
collapsed, distorted or broken. Replace the plug and
piston if cracked, bent, or worn. Discard the servo
snap-rings and use new ones at assembly.
ASSEMBLY
(1) Lubricate piston and guide seals (Fig. 221)
with petroleum jelly. Lubricate other servo parts with
MopartATF +4, type 9602, transmission fluid.
(2) Install new seal ring on servo piston.
(3) Assemble piston, plug, spring and new snap-
ring.(4) Lubricate piston seal lip with petroleum jelly.
SHIFT MECHANISM
DESCRIPTION
The gear shift mechanism provides six shift posi-
tions which are:
²PARK (P)
²REVERSE (R)
²NEUTRAL (N)
²DRIVE (D)
²Manual SECOND (2)
²Manual LOW (1)
OPERATION
Manual LOW (1) range provides first gear only.
Overrun braking is also provided in this range. Man-
ual SECOND (2) range provides first and second gear
only.
DRIVE range provides first, second third and over-
drive fourth gear ranges. The shift into overdrive
fourth gear range occurs only after the transmission
has completed the shift into D third gear range. No
further movement of the shift mechanism is required
to complete the 3-4 shift.
The fourth gear upshift occurs automatically when
the overdrive selector switch is in the ON position.
No upshift to fourth gear will occur if any of the fol-
lowing are true:
²The transmission fluid temperature is below 10É
C (50É F) or above 121É C (250É F).
²The shift to third is not yet complete.
²Vehicle speed is too low for the 3-4 shift to occur.
²Battery temperature is below -5É C (23É F).
Fig. 219 Rear Servo Components
1 - SNAP-RING
2 - PISTON SEAL
3 - PISTON PLUG
4 - SPRING RETAINER
5 - SNAP-RING
6 - PISTON SPRING
7 - CUSHION SPRING
8 - PISTON
Fig. 220 Rear Servo Components
1 - SNAP-RING
2 - PISTON SEAL
3 - PISTON PLUG
4 - SPRING RETAINER
5 - SNAP-RING
6 - PISTON SPRING
7 - CUSHION SPRING
8 - PISTON
Fig. 221 Rear Servo Components
1 - SNAP-RING
2 - PISTON SEAL
3 - PISTON PLUG
4 - SPRING RETAINER
5 - SNAP-RING
6 - PISTON SPRING
7 - CUSHION SPRING
8 - PISTON
BR/BEAUTOMATIC TRANSMISSION - 47RE 21 - 379
REAR SERVO (Continued)

ADJUSTMENTS
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. 222). 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. 222).
(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
Fig. 222 Linkage Adjustment Components
1 - FRONT SHIFT ROD
2 - TORQUE SHAFT ASSEMBLY
3 - TORQUE SHAFT ARM
4 - ADJUSTING SWIVEL
5 - LOCK BOLT
21 - 380 AUTOMATIC TRANSMISSION - 47REBR/BE
SHIFT MECHANISM (Continued)

control the current flow through the solenoid to posi-
tion the solenoid plunger at a desired position some-
where between full ON and full OFF. The constant
ON and duty cycled versions control the voltage
across the solenoid to allow either full flow or no flow
through the solenoid's valve.
OPERATION
When an electrical current is applied to the sole-
noid coil, a magnetic field is created which produces
an attraction to the plunger, causing the plunger to
move and work against the spring pressure and the
load applied by the fluid the valve is controlling. The
plunger is normally directly attached to the valve
which it is to operate. When the current is removed
from the coil, the attraction is removed and the
plunger will return to its original position due to
spring pressure.
The plunger is made of a conductive material and
accomplishes this movement by providing a path for
the magnetic field to flow. By keeping the air gap
between the plunger and the coil to the minimum
necessary to allow free movement of the plunger, the
magnetic field is maximized.
SPEED SENSOR
DESCRIPTION
The speed sensor (Fig. 223) is located in the over-
drive gear case. The sensor is positioned over the
park gear and monitors transmission output shaft
rotating speed.
OPERATION
Speed sensor signals are triggered by the park
gear lugs as they rotate past the sensor pickup face.
Input signals from the sensor are sent to the trans-
mission control module for processing. Signals from
this sensor are shared with the powertrain control
module.
THROTTLE VALVE CABLE
DESCRIPTION
Transmission throttle valve cable (Fig. 224) adjust-
ment is extremely important to proper operation.
This adjustment positions the throttle valve, which
controls shift speed, quality, and part-throttle down-
shift sensitivity.
If cable setting is too loose, early shifts and slip-
page between shifts may occur. If the setting is too
tight, shifts may be delayed and part throttle down-
shifts may be very sensitive.
The transmission throttle valve is operated by a
cam on the throttle lever. The throttle lever is oper-
ated by an adjustable cable (Fig. 225). 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.
Fig. 223 Transmission Output Speed Sensor
1 - TRANSMISSION OUTPUT SHAFT SPEED SENSOR
2 - SEAL
Fig. 224 Throttle Valve Cable Attachment - At
Engine
1 - THROTTLE VALVE CABLE
2 - CABLE BRACKET
3 - THROTTLE BODY LEVER
4 - ACCELERATOR CABLE
5 - SPEED CONTROL CABLE
BR/BEAUTOMATIC TRANSMISSION - 47RE 21 - 381
SOLENOID (Continued)

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. 226). Then verify that the transmission
throttle lever (Fig. 227) 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. 228).
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.
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.
Fig. 225 Throttle Valve Cable at Throttle Linkage
1 - THROTTLE LINKAGE
2 - THROTTLE VALVE CABLE LOCKING CLIP
3 - THROTTLE VALVE CABLE
Fig. 226 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 - 382 AUTOMATIC TRANSMISSION - 47REBR/BE
THROTTLE VALVE CABLE (Continued)

(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. 228). 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. 228).
(7) While holding the T.V. cable in the set position
push the T.V. cable lock (A) into the down position
(Fig. 228). 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. 227 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. 228 Throttle Valve Cable at Throttle Linkage
1 - THROTTLE LINKAGE
2 - THROTTLE VALVE CABLE LOCKING CLIP
3 - THROTTLE VALVE CABLE
BR/BEAUTOMATIC TRANSMISSION - 47RE 21 - 383
THROTTLE VALVE CABLE (Continued)

TORQUE CONVERTER
DESCRIPTION
The torque converter (Fig. 229) is a hydraulic
device that couples the engine crankshaft to the
transmission. The torque converter consists of an
outer shell with an internal turbine, a stator, an
overrunning clutch, an impeller and an electronically
applied converter clutch. The converter clutch pro-
vides reduced engine speed and greater fuel economy
when engaged. Clutch engagement also provides
reduced transmission fluid temperatures. The torque
converter hub drives the transmission oil (fluid)
pump.
The torque converter is a sealed, welded unit that
is not repairable and is serviced as an assembly.
CAUTION: The torque converter must be replaced if
a transmission failure resulted in large amounts of
metal or fiber contamination in the fluid. If the fluid
is contaminated, flush the all transmission fluid
cooler(s) and lines.
Fig. 229 Torque Converter Assembly
1 - TURBINE
2 - IMPELLER
3 - HUB
4-STATOR
5 - FRONT COVER
6 - CONVERTER CLUTCH DISC
7 - DRIVE PLATE
21 - 384 AUTOMATIC TRANSMISSION - 47REBR/BE

IMPELLER
The impeller (Fig. 230) is an integral part of the
converter housing. The impeller consists of curved
blades placed radially along the inside of the housing
on the transmission side of the converter. As the con-
verter housing is rotated by the engine, so is the
impeller, because they are one and the same and are
the driving members of the system.
Fig. 230 Impeller
1 - ENGINE FLEXPLATE 4 - ENGINE ROTATION
2 - OIL FLOW FROM IMPELLER SECTION INTO TURBINE
SECTION5 - ENGINE ROTATION
3 - IMPELLER VANES AND COVER ARE INTEGRAL
BR/BEAUTOMATIC TRANSMISSION - 47RE 21 - 385
TORQUE CONVERTER (Continued)

TURBINE
The turbine (Fig. 231) is the output, or driven,
member of the converter. The turbine is mounted
within the housing opposite the impeller, but is not
attached to the housing. The input shaft is inserted
through the center of the impeller and splined into
the turbine. The design of the turbine is similar to
the impeller, except the blades of the turbine are
curved in the opposite direction.
Fig. 231 Turbine
1 - TURBINE VANE 4 - PORTION OF TORQUE CONVERTER COVER
2 - ENGINE ROTATION 5 - ENGINE ROTATION
3 - INPUT SHAFT 6 - OIL FLOW WITHIN TURBINE SECTION
21 - 386 AUTOMATIC TRANSMISSION - 47REBR/BE
TORQUE CONVERTER (Continued)

STATOR
The stator assembly (Fig. 232) 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. 233).
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. 234) 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. 232 Stator Components
1 - CAM (OUTER RACE)
2 - ROLLER
3 - SPRING
4 - INNER RACE
Fig. 233 Stator Location
1-STATOR
2 - IMPELLER
3 - FLUID FLOW
4 - TURBINE
Fig. 234 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 - 47RE 21 - 387
TORQUE CONVERTER (Continued)