set clock DODGE RAM 2003 Service Owner's Guide

SECOND GEAR POWERFLOW
In DRIVE-SECOND (Fig. 7), the same elements
are applied as in MANUAL-SECOND. Therefore, the
power flow will be the same, and both gears will be
discussed as one in the same. In DRIVE-SECOND,
the transmission has proceeded from first gear to its
shift point, and is shifting from first gear to second.
The second gear shift is obtained by keeping the rear
clutch applied and applying the front (kickdown)
band. The front band holds the front clutch retainer
that is locked to the sun gear driving shell. With the
rear clutch still applied, the input is still on the front
annulus gear turning it clockwise at engine speed.Now that the front band is holding the sun gear sta-
tionary, the annulus rotation causes the front planets
to rotate in a clockwise direction. The front carrier is
then also made to rotate in a clockwise direction but
at a reduced speed. This will transmit the torque to
the output shaft, which is directly connected to the
front planet carrier. The rear planetary annulus gear
will also be turning because it is directly splined to
the output shaft. All power flow has occurred in the
front planetary gear set during the drive-second
stage of operation, and now the over-running clutch,
in the rear of the transmission, is disengaged and
freewheeling on its hub.
Fig. 7 Second Gear Powerflow
1 - KICKDOWN BAND APPLIED 6 - INPUT SHAFT
2 - OUTPUT SHAFT 7 - REAR CLUTCH APPLIED
3 - REAR CLUTCH ENGAGED 8 - KICKDOWN BAND APPLIED
4 - OUTPUT SHAFT 9 - INPUT SHAFT
5 - OVER-RUNNING CLUTCH FREE-WHEELING
21 - 318 AUTOMATIC TRANSMISSION - 48REDR
AUTOMATIC TRANSMISSION - 48RE (Continued)

DIRECT DRIVE POWERFLOW
The vehicle has accelerated and reached the shift
point for the 2-3 upshift into direct drive (Fig. 8).
When the shift takes place, the front band is
released, and the front clutch is applied. The rear
clutch stays applied as it has been in all the forward
gears. With the front clutch now applied, engine
torque is now on the front clutch retainer, which is
locked to the sun gear driving shell. This means that
the sun gear is now turning in engine rotation (clock-
wise) and at engine speed. The rear clutch is still
applied so engine torque is also still on the frontannulus gear. If two members of the same planetary
set are driven, direct drive results. Therefore, when
two members are rotating at the same speed and in
the same direction, it is the same as being locked up.
The rear planetary set is also locked up, given the
sun gear is still the input, and the rear annulus gear
must turn with the output shaft. Both gears are
turning in the same direction and at the same speed.
The front and rear planet pinions do not turn at all
in direct drive. The only rotation is the input from
the engine to the connected parts, which are acting
as one common unit, to the output shaft.
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
DRAUTOMATIC TRANSMISSION - 48RE 21 - 319
AUTOMATIC TRANSMISSION - 48RE (Continued)

(15) Check and adjust front and rear bands if nec-
essary.
(16) Connect solenoid case connector wires.
(17) Install the transmission range sensor.
(18) Install oil pan and new gasket. Tighten pan
bolts to 17 N´m (13 ft. lbs.) torque.
(19) Lower vehicle and fill transmission with
MopartATF +4, Automatic Transmission fluid.
(20) Check and adjust gearshift and throttle valve
cables, if necessary.
ADJUSTMENTS - VALVE BODY
CONTROL PRESSURE ADJUSTMENTS
There are two control pressure adjustments on the
valve body;
²Line Pressure
²Throttle Pressure
Line and throttle pressures are interdependent
because each affects shift quality and timing. As a
result, both adjustments must be performed properly
and in the correct sequence. Adjust line pressure first
and throttle pressure last.
LINE PRESSURE ADJUSTMENT
Measure distance from the valve body to the inner
edge of the adjusting screw with an accurate steel
scale (Fig. 331).
Distance should be 33.4 mm (1-5/16 in.).
If adjustment is required, turn the adjusting screw
in, or out, to obtain required distance setting.
NOTE: The 33.4 mm (1-5/16 in.) setting is an
approximate setting. Manufacturing tolerances may
make it necessary to vary from this dimension to
obtain desired pressure.
One complete turn of the adjusting screw changes
line pressure approximately 1-2/3 psi (9 kPa).Turning the adjusting screw counterclockwise
increases pressure while turning the screw clockwise
decreases pressure.
THROTTLE PRESSURE ADJUSTMENT
Insert Gauge Tool C-3763 between the throttle
lever cam and the kickdown valve stem (Fig. 332).
Push the gauge tool inward to compress the kick-
down valve against the spring and bottom the throt-
tle valve.
Maintain pressure against kickdown valve spring.
Turn throttle lever stop screw until the screw head
touches throttle lever tang and the throttle lever cam
touches gauge tool.
NOTE: The kickdown valve spring must be fully
compressed and the kickdown valve completely
bottomed to obtain correct adjustment.
Fig. 330 Manual Lever Shaft Seal
1 - 15/1688SOCKET
2 - SEAL
Fig. 331 Line Pressure Adjustment
1 - WRENCH
2 - 1±5/16 INCH
Fig. 332 Throttle Pressure Adjustment
1 - HEX WRENCH (IN THROTTLE LEVER ADJUSTING SCREW)
2 - SPECIAL TOOL C-3763 (POSITIONED BETWEEN THROTTLE
LEVER AND KICKDOWN VALVE)
DRAUTOMATIC TRANSMISSION - 48RE 21 - 487
VALVE BODY (Continued)

pump by drawing air into the pump cavity and also
closes the vent seal. During non test conditions the
vent seal is held open by the pump diaphragm
assembly which pushes it open at the full travel posi-
tion. The vent seal will remain closed while the
pump is cycling due to the reed switch triggering of
the three port solenoid that prevents the diaphragm
assembly from reaching full travel. After the brief
initialization period, the solenoid is de-energized
allowing atmospheric pressure to enter the pump
cavity, thus permitting the spring to drive the dia-
phragm which forces air out of the pump cavity and
into the vent system. When the solenoid is energized
and de energized, the cycle is repeated creating flow
in typical diaphragm pump fashion. The pump is con-
trolled in 2 modes:
Pump Mode: The pump is cycled at a fixed rate to
achieve a rapid pressure build in order to shorten the
overall test length.
Test Mode: The solenoid is energized with a fixed
duration pulse. Subsequent fixed pulses occur when
the diaphragm reaches the Switch closure point.
The spring in the pump is set so that the system
will achieve an equalized pressure of about 7.5º H20.
The cycle rate of pump strokes is quite rapid as the
system begins to pump up to this pressure. As the
pressure increases, the cycle rate starts to drop off. If
there is no leak in the system, the pump would even-
tually stop pumping at the equalized pressure. If
there is a leak, it will continue to pump at a rate rep-
resentative of the flow characteristic of the size of the
leak. From this information we can determine if the
leak is larger than the required detection limit (cur-
rently set at .040º orifice by CARB). If a leak is
revealed during the leak test portion of the test, the
test is terminated at the end of the test mode and no
further system checks will be performed.
After passing the leak detection phase of the test,
system pressure is maintained by turning on the
LDP's solenoid until the purge system is activated.
Purge activation in effect creates a leak. The cycle
rate is again interrogated and when it increases due
to the flow through the purge system, the leak check
portion of the diagnostic is complete.
The canister vent valve will unseal the system
after completion of the test sequence as the pump
diaphragm assembly moves to the full travel position.
Evaporative system functionality will be verified by
using the stricter evap purge flow monitor. At an
appropriate warm idle the LDP will be energized to
seal the canister vent. The purge flow will be clocked
up from some small value in an attempt to see a
shift in the 02 control system. If fuel vapor, indicated
by a shift in the 02 control, is present the test is
passed. If not, it is assumed that the purge system isnot functioning in some respect. The LDP is again
turned off and the test is ended.
MISFIRE MONITOR
Excessive engine misfire results in increased cata-
lyst temperature and causes an increase in HC emis-
sions. Severe misfires could cause catalyst damage.
To prevent catalytic convertor damage, the PCM
monitors engine misfire.
The Powertrain Control Module (PCM) monitors
for misfire during most engine operating conditions
(positive torque) by looking at changes in the crank-
shaft speed. If a misfire occurs the speed of the
crankshaft will vary more than normal.
FUEL SYSTEM MONITOR
To comply with clean air regulations, vehicles are
equipped with catalytic converters. These converters
reduce the emission of hydrocarbons, oxides of nitro-
gen and carbon monoxide. The catalyst works best
when the Air Fuel (A/F) ratio is at or near the opti-
mum of 14.7 to 1.
The PCM is programmed to maintain the optimum
air/fuel ratio of 14.7 to 1. This is done by making
short term corrections in the fuel injector pulse width
based on the O2S sensor output. The programmed
memory acts as a self calibration tool that the engine
controller uses to compensate for variations in engine
specifications, sensor tolerances and engine fatigue
over the life span of the engine. By monitoring the
actual fuel-air ratio with the O2S sensor (short term)
and multiplying that with the program long-term
(adaptive) memory and comparing that to the limit,
it can be determined whether it will pass an emis-
sions test. If a malfunction occurs such that the PCM
cannot maintain the optimum A/F ratio, then the
MIL will be illuminated.
CATALYST MONITOR
To comply with clean air regulations, vehicles are
equipped with catalytic converters. These converters
reduce the emission of hydrocarbons, oxides of nitro-
gen and carbon monoxide.
Normal vehicle miles or engine misfire can cause a
catalyst to decay. This can increase vehicle emissions
and deteriorate engine performance, driveability and
fuel economy.
The catalyst monitor uses dual oxygen sensors
(O2S's) to monitor the efficiency of the converter. The
dual O2S's sensor strategy is based on the fact that
as a catalyst deteriorates, its oxygen storage capacity
and its efficiency are both reduced. By monitoring
the oxygen storage capacity of a catalyst, its effi-
ciency can be indirectly calculated. The upstream
O2S is used to detect the amount of oxygen in the
exhaust gas before the gas enters the catalytic con-
DREMISSIONS CONTROL 25 - 3
EMISSIONS CONTROL (Continued)

CHECKING ENGINE OIL PRESSURE -
DIAGNOSIS AND TESTING....9-150,9-214,9-64
CHECKING TRANSMISSION CLUTCH
OPERATION - DIAGNOSIS AND
TESTING, AIR......................21-494
CHECKS - DIAGNOSIS AND TESTING,
PRELIMINARY........................7-10
CHILD RESTRAINT ANCHOR -
DESCRIPTION.......................8O-14
CHILD RESTRAINT ANCHOR -
INSTALLATION......................8O-17
CHILD RESTRAINT ANCHOR -
OPERATION.........................8O-16
CHILD RESTRAINT ANCHOR - REMOVAL . . 8O-16
CHIME CONDITIONS - DIAGNOSIS AND
TESTING............................8B-2
CHIME/BUZZER - DESCRIPTION..........8B-1
CHIME/BUZZER - OPERATION............8B-1
CIGAR LIGHTER OUTLET - DESCRIPTION . 8W-97-2
CIGAR LIGHTER OUTLET - DIAGNOSIS
AND TESTING.....................8W-97-2
CIGAR LIGHTER OUTLET - OPERATION . 8W-97-2
CIRCUIT - DIAGNOSIS AND TESTING,
AMBIENT TEMPERATURE SENSOR......8M-11
CIRCUIT - OPERATION, FUEL DRAIN.....14-78
CIRCUIT ACTUATION TEST MODE -
DESCRIPTION........................25-1
CIRCUIT FUNCTIONS - DESCRIPTION . . 8W-01-6
CIRCUIT INFORMATION - DESCRIPTION . 8W-01-5
CIRCUIT SENSE - DESCRIPTION,
IGNITION...........................8E-10
CIRCUIT SENSE - OPERATION, IGNITION . . 8E-12
CIRCUITS - OPERATION, NON-
MONITORED.........................25-8
CLAMPS - DESCRIPTION, HOSE...........7-3
CLAMPS - OPERATION, HOSE.............7-5
CLEANING/REVERSE FLUSHING -
STANDARD PROCEDURE, COOLING
SYSTEM............................7-17
CLEARANCE - STANDARD PROCEDURE,
CONNECTING ROD BEARING AND
CRANKSHAFT JOURNAL...............9-321
CLEARANCE - STANDARD PROCEDURE,
MAIN BEARING......................9-322
CLEARANCE LAMP - INSTALLATION, CAB . 8L-10
CLEARANCE LAMP - REMOVAL, CAB.....8L-10
CLOCKSPRING - DESCRIPTION.........8O-18
CLOCKSPRING - INSTALLATION.........8O-21
CLOCKSPRING - OPERATION...........8O-18
CLOCKSPRING - REMOVAL............8O-20
CLOCKSPRING CENTERING - STANDARD
PROCEDURE........................8O-19
CLUSTER - ASSEMBLY, INSTRUMENT....8J-15
CLUSTER - DESCRIPTION, INSTRUMENT . . . 8J-2
CLUSTER - DIAGNOSIS AND TESTING,
INSTRUMENT........................8J-10
CLUSTER - DISASSEMBLY, INSTRUMENT . . 8J-14
CLUSTER - INSTALLATION, INSTRUMENT . 8J-16
CLUSTER - OPERATION, INSTRUMENT.....8J-6
CLUSTER - REMOVAL, INSTRUMENT.....8J-14
CLUSTER BEZEL - INSTALLATION........23-50
CLUSTER BEZEL - REMOVAL...........23-50
CLUTCH - 5.9L DIESEL - DESCRIPTION,
FAN DRIVE VISCOUS...................7-55
CLUTCH - 5.9L DIESEL - OPERATION,
FAN DRIVE VISCOUS...................7-55
CLUTCH - ASSEMBLY, FRONT....21-206,21-386
CLUTCH - ASSEMBLY, LOW/REVERSE . . . 21-561
CLUTCH - ASSEMBLY, REAR.....21-250,21-428
CLUTCH - CLEANING, LOW/REVERSE....21-561
CLUTCH - CLEANING, REAR.....21-250,21-428
CLUTCH - DESCRIPTION.................6-1
CLUTCH - DESCRIPTION, A/C
COMPRESSOR........................24-9
CLUTCH - DESCRIPTION, FAN DRIVE
VISCOUS............................7-54
CLUTCH - DESCRIPTION, FRONT . 21-204,21-384
CLUTCH - DESCRIPTION, OVERDRIVE . . . 21-218,
21-396
CLUTCH - DESCRIPTION, REAR . . 21-248,21-426
CLUTCH - DIAGNOSIS AND TESTING.......6-2
CLUTCH - DISASSEMBLY, FRONT . 21-205,21-384
CLUTCH - DISASSEMBLY, LOW/REVERSE
. 21-560
CLUTCH - DISASSEMBLY, REAR
. . 21-249,21-427
CLUTCH - INSPECTION, A/C
COMPRESSOR
.......................24-12
CLUTCH - INSPECTION, FRONT
. . 21-206,21-385
CLUTCH - INSPECTION, LOW/REVERSE
. . 21-561CLUTCH - INSPECTION, REAR . . . 21-250,21-428
CLUTCH - INSTALLATION, A/C
COMPRESSOR.......................24-12
CLUTCH - OPERATION..................6-1
CLUTCH - OPERATION, A/C
COMPRESSOR........................24-9
CLUTCH - OPERATION, FAN DRIVE
VISCOUS............................7-54
CLUTCH - OPERATION, FRONT . . . 21-204,21-384
CLUTCH - OPERATION, OVERDRIVE....21-218,
21-396
CLUTCH - OPERATION, REAR....21-249,21-427
CLUTCH - REMOVAL, A/C COMPRESSOR . . 24-10
CLUTCH - SPECIFICATIONS...............6-6
CLUTCH - WARNING....................6-2
CLUTCH AND BAND OPERATION -
DIAGNOSIS AND TESTING, AIR
TESTING TRANSMISSION.......21-143,21-324
CLUTCH ASSEMBLY - ASSEMBLY, INPUT . 21-552
CLUTCH ASSEMBLY - DESCRIPTION,
INPUT............................21-549
CLUTCH ASSEMBLY - DISASSEMBLY,
INPUT............................21-550
CLUTCH ASSEMBLY - OPERATION,
INPUT............................21-549
CLUTCH BREAK-IN - STANDARD
PROCEDURE, A/C COMPRESSOR........24-10
CLUTCH CAM/OVERDRIVE PISTON
RETAINER - ASSEMBLY,
OVERRUNNING...............21-239,21-416
CLUTCH CAM/OVERDRIVE PISTON
RETAINER - CLEANING, OVERRUNNING. . . 21-238,
21-416
CLUTCH CAM/OVERDRIVE PISTON
RETAINER - DESCRIPTION,
OVERRUNNING...............21-237,21-415
CLUTCH CAM/OVERDRIVE PISTON
RETAINER - DISASSEMBLY,
OVERRUNNING...............21-238,21-415
CLUTCH CAM/OVERDRIVE PISTON
RETAINER - INSPECTION,
OVERRUNNING...............21-238,21-416
CLUTCH CAM/OVERDRIVE PISTON
RETAINER - OPERATION,
OVERRUNNING...............21-237,21-415
CLUTCH COIL - DIAGNOSIS AND
TESTING, A/C COMPRESSOR...........24-10
CLUTCH DISC - INSTALLATION............6-6
CLUTCH DISC - REMOVAL...............6-6
CLUTCH HOUSING - DIAGNOSIS AND
TESTING.............................6-8
CLUTCH HOUSING - INSTALLATION.......6-10
CLUTCH HOUSING - REMOVAL...........6-10
CLUTCH OPERATION - DIAGNOSIS AND
TESTING, AIR CHECKING
TRANSMISSION.....................21-494
CLUTCH PEDAL POSITION SWITCH -
DESCRIPTION........................6-14
CLUTCH PEDAL POSITION SWITCH -
DIAGNOSIS AND TESTING..............6-14
CLUTCH PEDAL POSITION SWITCH -
OPERATION..........................6-14
CLUTCH RELAY - DESCRIPTION, A/C
COMPRESSOR.......................24-13
CLUTCH RELAY - DIAGNOSIS AND
TESTING, COMPRESSOR...............24-13
CLUTCH RELAY - INSTALLATION, A/C
COMPRESSOR.......................24-14
CLUTCH RELAY - OPERATION, A/C
COMPRESSOR.......................24-13
CLUTCH RELAY - REMOVAL, A/C
COMPRESSOR.......................24-14
CLUTCH RELEASE BEARING -
INSTALLATION........................6-11
CLUTCH RELEASE BEARING - REMOVAL . . . 6-11
CLUTCHES - DESCRIPTION, HOLDING . . . 21-546
CLUTCHES - OPERATION, HOLDING.....21-546
COAT HOOK - INSTALLATION...........23-67
COAT HOOK - REMOVAL...............23-67
CODE - DESCRIPTION, PAINT...........23-74
CODE PLATE - DESCRIPTION, BODY
....Intro.-4
CODES - DESCRIPTION, DIAGNOSTIC
TROUBLE
............................25-1
CODES - SPECIFICATIONS, PAINT
........23-74
CODES - STANDARD PROCEDURE,
ERASING TRANSMITTER
..............8M-12
CODES - STANDARD PROCEDURE,
SETTING TRANSMITTER
..............8M-12COIL - DESCRIPTION, IGNITION.........8I-19
COIL - DIAGNOSIS AND TESTING, A/C
COMPRESSOR CLUTCH...............24-10
COIL - INSTALLATION, IGNITION.........8I-24
COIL - OPERATION, IGNITION...........8I-20
COIL - REMOVAL, IGNITION............8I-23
COIL CAPACITOR - DESCRIPTION,
IGNITION...........................8I-33
COIL CAPACITOR - INSTALLATION,
IGNITION...........................8I-33
COIL CAPACITOR - OPERATION,
IGNITION...........................8I-33
COIL CAPACITOR - REMOVAL, IGNITION . . . 8I-33
COIL RESISTANCE, 3.7L V-6 - IGNITION....8I-6
COIL RESISTANCE, 4.7L V-8 - IGNITION....8I-6
COIL RESISTANCE, 5.7L V-8 - IGNITION....8I-6
COIL RESISTANCE, 5.9L - IGNITION.......8I-6
COIL RESISTANCE, 8.0L V-10 ENGINE -
IGNITION............................8I-6
COLUMN - DESCRIPTION...............19-6
COLUMN - DIAGNOSIS AND TESTING,
STEERING...........................19-7
COLUMN - INSTALLATION...............19-9
COLUMN - REMOVAL..................19-7
COLUMN OPENING COVER -
INSTALLATION, STEERING.............23-61
COLUMN OPENING COVER - REMOVAL,
STEERING..........................23-61
COLUMN OPENING SUPPORT BRACKET
- INSTALLATION, STEERING..............23-62
COLUMN OPENING SUPPORT BRACKET
- REMOVAL, STEERING................23-61
COMBUSTION PRESSURE LEAKAGE -
DIAGNOSIS AND TESTING, CYLINDER....9-182,
9-231,9-359,9-8,9-92
COMMUNICATION - DESCRIPTION........8E-1
COMMUNICATION - OPERATION..........8E-2
COMPASS CALIBRATION - STANDARD
PROCEDURE.........................8M-3
COMPASS DEMAGNETIZING -
STANDARD PROCEDURE...............8M-4
COMPASS MINI-TRIP COMPUTER -
DIAGNOSIS AND TESTING..............8M-7
COMPASS VARIATION ADJUSTMENT -
STANDARD PROCEDURE...............8M-4
COMPASS/MINI-TRIP COMPUTER -
DESCRIPTION........................8M-6
COMPASS/MINI-TRIP COMPUTER -
INSTALLATION.......................8M-7
COMPASS/MINI-TRIP COMPUTER -
OPERATION.........................8M-7
COMPASS/MINI-TRIP COMPUTER -
REMOVAL...........................8M-7
COMPRESSION PRESSURE - DIAGNOSIS
AND TESTING, CYLINDER . . . 9-182,9-231,9-359,
9-8,9-92
COMPRESSION/LEAKAGE TESTS -
DIAGNOSIS AND TESTING, CYLINDER....9-288
COMPRESSOR CLUTCH - DESCRIPTION,
A/C ................................24-9
COMPRESSOR CLUTCH - INSPECTION,
A/C................................24-12
COMPRESSOR CLUTCH - INSTALLATION,
A/C
................................24-12
COMPRESSOR CLUTCH - OPERATION,
A/C
................................24-9
COMPRESSOR CLUTCH - REMOVAL, A/C
. . 24-10
COMPRESSOR CLUTCH BREAK-IN -
STANDARD PROCEDURE, A/C
...........24-10
COMPRESSOR CLUTCH COIL -
DIAGNOSIS AND TESTING, A/C
..........24-10
COMPRESSOR CLUTCH RELAY -
DESCRIPTION, A/C
...................24-13
COMPRESSOR CLUTCH RELAY -
DIAGNOSIS AND TESTING
.............24-13
COMPRESSOR CLUTCH RELAY -
INSTALLATION, A/C
...................24-14
COMPRESSOR CLUTCH RELAY -
OPERATION, A/C
.....................24-13
COMPRESSOR CLUTCH RELAY -
REMOVAL, A/C
......................24-14
COMPRESSOR NOISE - DIAGNOSIS AND
TESTING, A/C
.......................24-36
COMPUTER - DESCRIPTION, COMPASS/
MINI-TRIP
..........................8M-6
COMPUTER - DIAGNOSIS AND TESTING,
COMPASS MINI-TRIP
..................8M-7
DRINDEX 7
Description Group-Page Description Group-Page Description Group-Page