Oss DODGE RAM 2003 Service Repair Manual

INPUT SHAFT END PLAY CHECK
NOTE: Overdrive unit must be installed in order to
correctly measure the input shaft end-play.
(1) Measure input shaft end play (Fig. 66).
NOTE: If end play is incorrect, transmission is
incorrectly assembled, or reaction shaft thrust
washer is incorrect. The reaction shaft thrust
washer is selective.
(a) Attach Adapter 8266-5 to Handle 8266-8.
(b)
Attach dial indicator C-3339 to Handle 8266-8.
(c) Install the assembled tool onto the input
shaft of the transmission and tighten the retaining
screw on Adapter 8266-5 to secure it to the input
shaft.
(d)
Position the dial indicator plunger against a
flat spot on the oil pump and zero the dial indicator.
(e) Move input shaft in and out and record read-
ing. End play should be 0.86 - 2.13 mm (0.034 -
0.084 in.). Adjust as necessary.
ACCUMULATOR, VALVE BODY, OIL PAN, AND
TORQUE CONVERTER
(1) Install accumulator inner spring, piston and
outer spring (Fig. 67).
(2) Install new valve body manual shaft seal in
case (Fig. 68). Lubricate seal lip and manual shaft
with petroleum jelly. Start seal over shaft and into
case. Seat seal with 15/16 inch, deep well socket.
(3) Install valve body as follows:(a) Start park rod into park pawl. If rod will not
slide past park pawl, pawl is engaged in park gear.
Rotate overdrive output shaft with suitable size 12
point socket; this will free pawl and allow rod to
engage.
(b) Align and seat valve body on case. Be sure
manual lever shaft and overdrive connector are
fully seated in case.
(c) Install and start all valve body attaching
bolts by hand. Then tighten bolts evenly, in a diag-
onal pattern to 12 N´m (105 in. lbs.) torque.Do
not overtighten valve body bolts. This could
result in distortion and cross leakage after
installation..
CAUTION: It is possible for the park rod to displace
into a cavity just above the pawl sprag during
installation. Make sure the rod is actually engaged
in the pawl and has not displaced into this cavity.
(4) Install new filter on valve body. Tighten filter
screws to 4 N´m (35 in. lbs.).
(5) Install the transmission range sensor.
Fig. 66 Checking Input Shaft End Play
1 - TOOL 8266-8
2 - TOOL 8266-5
3 - TOOL C-3339
Fig. 67 Accumulator Piston And Springs
1 - ACCUMULATOR PISTON
2 - OUTER SPRING
3 - INNER SPRING
Fig. 68 Manual Lever Shaft Seal
1 - 15/1688SOCKET
2 - SEAL
21 - 172 AUTOMATIC TRANSMISSION - 46REDR
AUTOMATIC TRANSMISSION - 46RE (Continued)

CAUTION: If the condition of the transmission
before the overhaul procedure caused excessive
metallic or fiber contamination in the fluid, replace
the torque converter. Fluid contamination and trans-
mission failure can result if not done.
(6) Install torque converter. Use C-clamp or metal
strap to hold converter in place for installation.
BAND ADJUSTMENT AND FINAL
(1) Adjust front and rear bands as follows:
(a) Loosen locknut on each band adjusting screw
4-5 turns.
(b) Tighten both adjusting screws to 8 N´m (72
in. lbs.).
(c) Back off front band adjusting screw 2-7/8
turns.
(d) Back off rear band adjusting screw 2 turns.
(e) Hold each adjusting screw in position and
tighten locknut to 34 N´m (25 ft. lbs.) torque.
(2) Install magnet in oil pan. Magnet seats on
small protrusion at corner of pan.
(3) Position new oil pan gasket on case and install
oil pan. Tighten pan bolts to 17 N´m (13 ft. lbs.).
(4) Install throttle valve and shift selector levers
on valve body manual lever shaft.
(5) Apply small quantity of dielectric grease to ter-
minal pins of solenoid case connector and transmis-
sion range sensor.
(6) Fill transmission with recommended fluid.
Refer to Service Procedures section of this group.
INSTALLATION
(1) Check torque converter hub and hub drive
notches for sharp edges burrs, scratches, or nicks.
Polish the hub and notches with 320/400 grit paper
and crocus cloth if necessary. The hub must be
smooth to avoid damaging pump seal at installation.
(2) Lubricate pocket in the rear oil pump seal lip
with transmission fluid.
(3) Lubricate converter pilot hub of the crankshaft
with a light coating of MopartHigh Temp Grease.
(4) Align and install converter in oil pump.
(5) Carefully insert converter in oil pump. Then
rotate converter back and forth until fully seated in
pump gears.
(6) Check converter seating with steel scale and
straightedge (Fig. 69). Surface of converter lugs
should be 1/2 in. to rear of straightedge when con-
verter is fully seated.
(7) Temporarily secure converter with C-clamp.(8) Position transmission on jack and secure it
with chains.
(9) Check condition of converter driveplate.
Replace the plate if cracked, distorted or damaged.
Also be sure transmission dowel pins are seated
in engine block and protrude far enough to
hold transmission in alignment.
(10) Raise transmission and align converter with
drive plate and converter housing with engine block.
(11) Move transmission forward. Then raise, lower
or tilt transmission to align converter housing with
engine block dowels.
(12) Carefully work transmission forward and over
engine block dowels until converter hub is seated in
crankshaft.
(13) Install bolts attaching converter housing to
engine.
(14) Install rear support.
(15) Install the rear transmission crossmember.
(16) Lower transmission onto crossmember and
install bolts attaching transmission mount to cross-
member.
(17) Remove engine support fixture.
(18) Install the transfer case, if equipped.
(19) Install crankshaft position sensor. (Refer to 14
- FUEL SYSTEM/FUEL INJECTION/CRANKSHAFT
POSITION SENSOR - INSTALLATION)
Fig. 69 Checking Converter Seating - Typical
1 - SCALE
2 - STRAIGHTEDGE
DRAUTOMATIC TRANSMISSION - 46RE 21 - 173
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 or Fourth 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 - 270
Bolt, clevis bracket to crossmember 47 35 -
Bolt, clevis bracket to rear support 68 50 -
Bolt, driveplate to crankshaft 75 55 -
Plug, front band reaction 17 13 -
Locknut, front band adj. 34 25 -
Bolt, fluid pan 17 13 -
Screws, fluid filter 4 - 35
Bolt, oil pump 20 15 -
Bolt, overrunning clutch cam 17 13 -
Bolt, O/D to trans. 34 25 -
Bolt, O/D piston retainer 17 13 -
Plug, pressure test port 14 10 -
Bolt, reaction shaft support 20 15 -
Locknut, rear band 41 30 -
Bolt, valve body to case 12 - 100
Sensor, trans speed 27 20 -
Screw, solenoid wiring connector 4 - 35
Screw, solenoid to transfer plate 4 - 35
Bracket, transmission range sensor mounting 34 - 300
Screw, transmission range sensor to mounting
bracket3.4 - 30
21 - 188 AUTOMATIC TRANSMISSION - 46REDR
AUTOMATIC TRANSMISSION - 46RE (Continued)

DIAGNOSIS AND TESTING - BRAKE
TRANSMISSION SHIFT INTERLOCK
(1) Verify that the key can only be removed in the
PARK position
(2) When the shift lever is in PARK And the shift
handle pushbutton is in the ªOUTº position, the igni-
tion key cylinder should rotate freely from OFF to
LOCK. When the shifter is in any other gear or neu-
tral position, the ignition key cylinder should not
rotate to the LOCK position.
(3) Shifting out of PARK should not be possible
when the ignition key cylinder is in the OFF posi-
tion.
(4) Shifting out of PARK should not be possible
while applying normal pushbutton force and ignition
key cylinder is in the RUN or START positions
unless the foot brake pedal is depressed approxi-
mately 1/2 inch (12mm).
(5) Shifting out of PARK should not be possible
when the ignition key cylinder is in the ACCESSORY
or LOCK positions.
(6) Shifting between any gears, NEUTRAL or into
PARK may be done without depressing foot brake
pedal with ignition switch in RUN or START posi-
tions.
ADJUSTMENTS - BRAKE TRANSMISSION
SHIFT INTERLOCK
Correct cable adjustment is important to proper
interlock operation. The gearshift cable must be cor-
rectly adjusted in order to shift out of PARK.
ADJUSTMENT PROCEDURE
(1) Remove the steering column trim as necessary
for access to the brake transmission shift interlock.
(2) Shift the transmission into the PARK position.
(3) Pull upward on both the BTSI lock tab and the
gearshift cable lock tab (Fig. 81).
(4) Verify that the shift lever is in the PARK posi-
tion.
(5) Verify positive engagement of the transmission
park lock by attempting to rotate the propeller shaft.
The shaft will not rotate when the park lock is
engaged.
(6) Turn ignition switch to LOCK position.Be
sure ignition key cylinder is in the LOCK posi-
tion. Cable will not adjust correctly in any
other position.
(7) Ensure that the cable is free to self-adjust by
pushing cable rearward and releasing.
(8) Push the gearshift cable lock tab down until it
snaps in place.
(9) Locate the BTSI alignment hole in the bottom
of the BTSI mechanism between the BTSI lock tab
and the BTSI connector.(10) Move the BTSI assembly up or down on the
gearshift cable until an appropriate size drill bit can
be inserted into the alignment hole and through the
assembly.
(11) Push the BTSI lock tab down until it snaps
into place and remove the drill bit.
(12) Install any steering column trim previously
removed.
BTSI FUNCTION CHECK
(1) Verify removal of ignition key allowed in PARK
position only.
(2) When the shift lever is in PARK, the ignition
key cylinder should rotate freely from off to lock.
When the shifter is in any other position, the ignition
key should not rotate from off to lock.
(3) Shifting out of PARK should be possible when
the ignition key cylinder is in the off position.
(4) Shifting out of PARK should not be possible
while applying normal force, and ignition key cylin-
der is in the run or start positions, unless the foot
brake pedal is depressed approximately 1/2 inch
(12mm).
(5) Shifting out of PARK should not be possible
when the ignition key cylinder is in the accessory or
lock position.
(6) Shifting between any gear and NEUTRAL, or
PARK, may be done without depressing foot brake
with ignition switch in run or start positions.
(7) Engine starts must be possible with shifter
lever in PARK or NEUTRAL positions only. Engine
starts must not be possible in any position other than
PARK or NEUTRAL.
Fig. 81 Brake Transmission Interlock Mechanism
1 - STEERING COLUMN
2 - GEARSHIFT CABLE
3 - GEARSHIFT CABLE LOCK TAB
4 - BTSI SOLENOID LOCK TAB
5 - BTSI CONNECTOR
DRAUTOMATIC TRANSMISSION - 46RE 21 - 195
BRAKE TRANSMISSION SHIFT INTERLOCK SYSTEM (Continued)

(8) With shifter lever in the:
²PARK position - Apply upward force on the shift
arm and remove pressure. Engine starts must be
possible.
²PARK position - Apply downward force on the
shift arm and remove pressure. Engine starts must
be possible.
²NEUTRAL position - Normal position. Engine
starts must be possible.
²NEUTRAL position - Engine running and brakes
applied, apply upward force on the shift arm. Trans-
mission shall not be able to shift from neutral to
reverse.
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. 82).
GOVERNOR PRESSURE SENSOR
The governor pressure sensor measures output
pressure of the governor pressure solenoid valve (Fig.
83).
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. 83).
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
temperature is at, or above, 10ÉC (50ÉF) during nor-
mal city or highway driving. A third curve is used
during wide-open throttle operation. The fourth curve
is used when driving with the transfer case in low
range.
OPERATION
Compensation is required for performance varia-
tions of two of the input devices. Though the slope of
the transfer functions is tightly controlled, offset may
vary due to various environmental factors or manu-
facturing tolerances.
The pressure transducer is affected by barometric
pressure as well as temperature. Calibration of the
zero pressure offset is required to compensate for
shifting output due to these factors.Fig. 82 Governor Pressure Solenoid Valve
1 - SOLENOID FILTER
2 - GOVERNOR PRESSURE SOLENOID
Fig. 83 Governor Pressure Sensor
1 - GOVERNOR BODY
2 - GOVERNOR PRESSURE SENSOR/TRANSMISSION FLUID
TEMPERATURE THERMISTOR
21 - 196 AUTOMATIC TRANSMISSION - 46REDR
BRAKE TRANSMISSION SHIFT INTERLOCK SYSTEM (Continued)

vehicle if necessary to bring fluid temperature up to
normal hot operating temperature of 82ÉC (180ÉF).
(2) Position vehicle on level surface.
(3) Start and run engine at curb idle speed.
(4) Apply parking brakes.
(5) Shift transmission momentarily into all gear
ranges. Then shift transmission back to NEUTRAL.
(6) Clean top of filler tube and dipstick to keep
dirt from entering tube.
(7) Remove dipstick (Fig. 96) and check fluid level
as follows:
(a) Correct acceptable level is in crosshatch area.
(b) Correct maximum level is to MAX arrow
mark.
(c) Incorrect level is at or below MIN line.
(d) If fluid is low, add only enough MopartAT F
+4, Automatic Transmission fluid, to restore correct
level. Do not overfill.
PROCEDURE TWO
(1) Start engine and apply parking brake.
(2) Shift the transmission into DRIVE for approxi-
mately 2 seconds.
(3) Shift the transmission into REVERSE for
approximately 2 seconds.
(4) Shift the transmission into PARK.
(5) Hook up DRBtscan tool and select engine.(6) Select sensors.
(7) Read the transmission temperature value.
(8) Compare the fluid temperature value with the
figure. (Fig. 97)
(9) Adjust transmission fluid level shown on the
dipstick according to the figure.
NOTE: After adding any fluid to the transmission,
wait a minimum of 2 minutes for the oil to fully
drain from the fill tube into the transmission before
rechecking the fluid level.
(10) Check transmission for leaks.
Fig. 96 Dipstick Fluid Level Marks - Typical
1 - DIPSTICK
2 - MAXIMUM CORRECT FLUID LEVEL
3 - ACCEPTABLE FLUID LEVEL
Fig. 97 46RE Fluid Fill Graph
21 - 202 AUTOMATIC TRANSMISSION - 46REDR
FLUID AND FILTER (Continued)

vent and one-way ball-check-valve located in the
clutch retainer. The check-valve is needed to elimi-
nate the possibility of plate drag caused by centrifu-
gal force acting on the residual fluid trapped in the
clutch piston retainer.
DISASSEMBLY
(1) Remove the waved snap-ring, reaction plate,
clutch plates, and clutch discs.
(2) Compress clutch piston retainer and piston
springs with Compressor Tool C-3863-A (Fig. 101).
(3) Remove retainer snap-ring and remove com-
pressor tool.
(4) Remove clutch piston springs (Fig. 102). Note
position of piston springs for assembly reference.
(5) Remove clutch piston from retainer with a
twisting motion.
(6) Remove and discard clutch piston inner and
outer seals.
Fig. 101 Removing Front Clutch Spring Retainer
Snap-Ring
1 - SPECIAL TOOL C-3863-A
2 - SNAP-RING
Fig. 102 Front Clutch Components
1 - INNER PISTON SEAL 7 - CLUTCH DISCS
2 - CLUTCH PISTON 8 - RETAINER SNAP-RING
3 - CLUTCH PISTON SPRING RETAINER 9 - CLUTCH PISTON SPRINGS (9)
4 - CLUTCH PLATES 10 - OUTER PISTON SEAL
5 - CLUTCH PACK SNAP-RING (WAVED) 11 - FRONT CLUTCH RETAINER
6 - REACTION PLATE
DRAUTOMATIC TRANSMISSION - 46RE 21 - 205
FRONT CLUTCH (Continued)

Check the servo piston bore for wear. If the bore is
severely scored, or damaged, it will be necessary to
replace the case.
Replace any servo component if doubt exists about
condition. Do not reuse suspect parts.
ASSEMBLY
Clean and inspect front servo components.
(1) Lubricate new o-ring and seal rings with petro-
leum jelly and install them on piston, guide and rod.
(2)
Install rod in piston. Install spring and washer on
rod. Compress spring and install snap-ring (Fig. 111).
GEARSHIFT CABLE
DIAGNOSIS AND TESTING - GEARSHIFT
CABLE
(1) Engine starts must be possible with shift lever
in PARK or NEUTRAL positions only. Engine starts
must not be possible in any other gear position.
(2) With the shift lever in the:
(a) PARK position - Apply upward force on the
shift arm and remove pressure. Engine starts must
be possible.
(b) PARK position - Apply downward force on
the shift arm and remove pressure. Engine starts
must be possible.
(c) NEUTRAL position - Normal position. Engine
starts must be possible.(d) NEUTRAL position - Engine running and
brakes applied, apply upward force on the shift
arm. Transmission shall not be able to shift from
neutral to reverse.
REMOVAL
(1) Shift transmission into PARK.
(2) Raise vehicle.
(3) Disengage cable eyelet at transmission shift
lever and pull cable adjuster out of mounting bracket
(Fig. 112) or (Fig. 113).
Fig. 111 Front Servo
1 - PISTON RINGS
2 - SERVO PISTON
3 - O-RING
4 - SNAP-RING
5 - PISTON ROD GUIDE
6 - SEAL RING
7 - SNAP-RING
8 - SERVO SPRING
9 - WASHER
10 - SPRING
11 - PISTON ROD
Fig. 112 Gearshift Cable at Transmission - RFE
1 - GEARSHIFT CABLE
2 - RFE TRANSMISSION
3 - MANUAL LEVER
Fig. 113 Gearshift Cable at Transmission - RE
1 - GEARSHIFT CABLE
2 - RE TRANSMISSION
3 - MANUAL LEVER
DRAUTOMATIC TRANSMISSION - 46RE 21 - 209
FRONT SERVO (Continued)

OIL PUMP BUSHING REMOVAL
(1) Position pump housing on clean, smooth sur-
face with gear cavity facing down.
(2) Remove bushing with Tool Handle C-4171 and
Bushing Remover SP-3550 (Fig. 123).
REACTION SHAFT SUPPORT BUSHING REMOVAL
(1) Assemble Cup Tool SP-3633, Nut SP-1191 and
Bushing Remover SP-5301 (Fig. 124).
(2) Hold cup tool firmly against reaction shaft.
Thread remover tool into bushing as far as possible
by hand.
(3) Using wrench, thread remover tool an addi-
tional 3-4 turns into bushing to firmly engage tool.
(4) Tighten tool hex nut against cup tool to pull
bushing from shaft. Clean all chips from shaft and
support after bushing removal.
CLEANING
Clean pump and support components with solvent
and dry them with compressed air.
INSPECTION
Check condition of the seal rings and thrust
washer on the reaction shaft support. The seal rings
do not need to be replaced unless cracked, broken, or
severely worn.Inspect the pump and support components. Replace
the pump or support if the seal ring grooves or
machined surfaces are worn, scored, pitted, or dam-
aged. Replace the pump gears if pitted, worn
chipped, or damaged.
Inspect the pump bushing. Then check the reaction
shaft support bushing. Replace either bushing only if
heavily worn, scored or damaged. It is not necessary
to replace the bushings unless they are actually dam-
aged.
Clearance between outer gear and reaction shaft
housing should be 0.010 to 0.063 mm (0.0004 to
0.0025 in.). Clearance between inner gear and reac-
tion shaft housing should be 0.010 to 0.063 mm
(0.0004 to 0.0025 in.). Both clearances can be mea-
sured at the same time by installing the gears in the
pump body and measure pump component clearances
as follows:
(1) Position an appropriate piece of PlastigageŸ
across both gears.
(2) Align the plastigage to a flat area on the reac-
tion shaft housing.
(3) Install the reaction shaft to the pump housing.
(4) Separate the reaction shaft housing from the
pump housing and measure the PlastigageŸ follow-
ing the instructions supplied with it.
Fig. 123 Oil Pump Bushing
1 - SPECIAL TOOL C-4171
2 - SPECIAL TOOL SP-3550
3 - BUSHING
4 - SPECIAL TOOL SP-5118
5 - SPECIAL TOOL C-4171
6 - PUMP HOUSING
Fig. 124 Reaction Shaft Bushing
1 - SPECIAL TOOL SP-1191
2 - SPECIAL TOOL C-4171
3 - SPECIAL TOOL SP-3633
4 - SPECIAL TOOL SP-5301
5 - SPECIAL TOOL SP-5302
6 - BUSHING
7 - REACTION SHAFT
8 - BUSHING
21 - 214 AUTOMATIC TRANSMISSION - 46REDR
OIL PUMP (Continued)

OVERDRIVE UNIT
REMOVAL
(1) Shift transmission into PARK.
(2) Raise vehicle.
(3) Remove transfer case, if equipped.
(4) Mark propeller shaft universal joint(s) and axle
pinion yoke, or the companion flange and flange
yoke, for alignment reference at installation, if neces-
sary.
(5) Disconnect and remove the rear propeller shaft,
if necessary. (Refer to 3 - DIFFERENTIAL & DRIV-
ELINE/PROPELLER SHAFT/PROPELLER SHAFT -
REMOVAL)
(6) Remove transmission oil pan, remove gasket,
drain oil and reinstall pan.
(7) If overdrive unit had malfunctioned, or if fluid
is contaminated, remove entire transmission. If diag-
nosis indicated overdrive problems only, remove just
the overdrive unit.
(8) Support transmission with transmission jack.
(9) Remove bolts attaching overdrive unit to trans-
mission (Fig. 137).
CAUTION: Support the overdrive unit with a jack
before moving it rearward. This is necessary to pre-
vent damaging the intermediate shaft. Do not allow
the shaft to support the entire weight of the over-
drive unit.(10) Carefully work overdrive unit off intermediate
shaft. Do not tilt unit during removal. Keep it as
level as possible.
(11) If overdrive unit does not require service,
immediately insert Alignment Tool 6227-2 in splines
of planetary gear and overrunning clutch to prevent
splines from rotating out of alignment. If misalign-
ment occurs, overdrive unit will have to be disassem-
bled in order to realign splines.
(12) Remove and retain overdrive piston thrust
bearing. Bearing may remain on piston or in clutch
hub during removal.
(13) Position drain pan on workbench.
(14) Place overdrive unit over drain pan. Tilt unit
to drain residual fluid from case.
(15) Examine fluid for clutch material or metal
fragments. If fluid contains these items, overhaul will
be necessary.
(16) If overdrive unit does not require any service,
leave alignment tool in position. Tool will prevent
accidental misalignment of planetary gear and over-
running clutch splines.
DISASSEMBLY
(1) Remove transmission speed sensor and o-ring
seal from overdrive case (Fig. 138).
(2) Remove overdrive piston thrust bearing (Fig.
139).
Fig. 137 Overdrive Unit Bolts
1 - OVERDRIVE UNIT
2 - ATTACHING BOLTS (7)
Fig. 138 Transmission Speed Sensor
1 - SOCKET AND WRENCH
2 - SPEED SENSOR
3 - O-RING
21 - 220 AUTOMATIC TRANSMISSION - 46REDR