lock DODGE RAM 2003 Service Repair Manual

(19) Remove front band reaction pin and lever.
Start pin through lever and out of case bore with
drift or punch. Then use pencil magnet to withdraw
pin completely (Fig. 33).
(20) Remove intermediate shaft thrust washer. Tri-
angular shaped washer will either be on shaft pilot
hub or in rear clutch retainer (Fig. 34).
(21) Remove thrust plate from intermediate shaft
hub (Fig. 35).
(22) Remove intermediate shaft-planetary
geartrain assembly (Fig. 36).
(23) If overdrive unit is not to be serviced, install
Alignment Shaft 6227-2 into the overdrive unit to
prevent misalignment of the overdrive clutches dur-
ing service of main transmission components.
(24) Loosen rear band locknut and loosen adjust-
ing screw 3-4 turns.
Fig. 33 Front Band Lever And Pin
1 - BAND LEVER
2 - USE PENCIL MAGNET TO REMOVE REACTION PIN
Fig. 34 Intermediate Shaft Thrust Washer
1 - THRUST WASHER
2 - INTERMEDIATE SHAFT PILOT HUB
Fig. 35 Intermediate Shaft Thrust Plate
1 - SHAFT THRUST PLATE
2 - INTERMEDIATE SHAFT PILOT HUB
Fig. 36 Intermediate Shaft And Planetary Geartrain
1 - INTERMEDIATE SHAFT AND PLANETARY GEARTRAIN
ASSEMBLY
21 - 162 AUTOMATIC TRANSMISSION - 46REDR
AUTOMATIC TRANSMISSION - 46RE (Continued)

NOTE: Do not use shop towels or rags to dry the
case (or any other transmission component) unless
they are made from lint-free materials. Lint will stick
to case surfaces and transmission components and
circulate throughout the transmission after assem-
bly. A sufficient quantity of lint can block fluid pas-
sages and interfere with valve body operation.
Lubricate transmission parts with MopartATF +4,
Automatic Transmission fluid during overhaul and
assembly. Use petroleum jelly to prelubricate seals,
O-rings, and thrust washers. Petroleum jelly can also
be used to hold parts in place during reassembly.
INSPECTION
Inspect the case for cracks, porous spots, worn
bores, or damaged threads. Damaged threads can be
repaired with Helicoil thread inserts. However, the
case will have to be replaced if it exhibits any type of
damage or wear.
Lubricate the front band adjusting screw threads
with petroleum jelly and thread the screw part-way
into the case. Be sure the screw turns freely.
Inspect the transmission bushings during overhaul.
Bushing condition is important as worn, scored bush-
ings contribute to low pressures, clutch slip and
accelerated wear of other components. However, do
not replace bushings as a matter of course. Replace
bushings only when they are actually worn, or
scored.
Use recommended tools to replace bushings. The
tools are sized and designed to remove, install, and
seat bushings correctly. The bushing replacement
tools are included in Bushing Tool Set C-3887-B.Pre-sized service bushings are available for
replacement purposes. Only the sun gear bushings
are not serviced.
The use of crocus cloth is permissible where neces-
sary, providing it is used carefully. When used on
shafts, or valves, use extreme care to avoid rounding
off sharp edges. Sharp edges are vital as they pre-
vent foreign matter from getting between the valve
and valve bore.
Do not reuse oil seals, gaskets, seal rings, or
O-rings during overhaul. Replace these parts as a
matter of course. Also do not reuse snap rings or
E-clips that are bent or distorted. Replace these parts
as well.
ASSEMBLY
Do not allow dirt, grease, or foreign material to
enter the case or transmission components during
assembly. Keep the transmission case and compo-
nents clean. Also make sure the tools and workbench
area used for reassembly operations are equally
clean.
Shop towels used for wiping off tools and your
hands must be made fromlint freematerials. Lint
will stick to transmission parts and could interfere
with valve operation or even restrict fluid passages.
Lubricate transmission clutch and gear compo-
nents with MopartATF +4, Automatic Transmission
fluid, during reassembly. Soak clutch discs in trans-
mission fluid before installation.
Use MopartDoor Ease, or Ru-GlydeŸ on piston
seals and O-rings to ease installation. Petroleum jelly
can also be used to lubricate and hold thrust washers
and plates in position during assembly.
Do not use chassis grease, bearing grease,
white grease, or similar lubricants on any part.
These types of lubricants can eventually block or
restrict fluid passages and valve operation. Use
petroleum jelly only.
Do not force parts into place. The transmission
components and sub-assemblies are easily installed
by hand when properly aligned. If a part seems dif-
ficult to install, it is either misaligned or incorrectly
assembled. Verify that thrust washers, thrust plates
and seal rings are correctly positioned.
The planetary geartrain, front/rear clutch assem-
blies and oil pump are all much easier to install
when the transmission case is upright. Either tilt the
case upward with wood blocks, or cut a hole in the
bench large enough for the intermediate shaft and
rear support. Then lower the shaft and support into
the hole and support the rear of the case directly on
the bench.Fig. 44 Rear Servo Retaining Snap-Ring
1 - TOOL C-4470
2 - C-CLAMP
3 - REAR SERVO SPRING RETAINER
4 - RETAINER SNAP-RING
DRAUTOMATIC TRANSMISSION - 46RE 21 - 165
AUTOMATIC TRANSMISSION - 46RE (Continued)

(3) Lubricate intermediate shaft thrust plate with
petroleum jelly and install plate on shaft pilot hub
(Fig. 56).
(4) Check input shaft front seal rings, fiber thrust
washer and rear seal ring (Fig. 57). Be ends of rear
seal ring are hooked together and the square cut
ends of front seal rings are firmly seated against
each other. Lubricate seal rings with petroleum jelly
after checking them.
(5) Assemble front and rear clutches (Fig. 58).
Align lugs on front clutch discs. Mount front clutch
on rear clutch. Turn front clutch retainer back and
forth until front clutch discs are fully seated on rear
clutch splined hub.
(6) Install intermediate shaft thrust washer in hub
of rear clutch retainer (Fig. 59). Use petroleum jelly
to hold washer in place. Position washer so grooves
are facing outward. Washer only fits one way in
clutch retainer hub.
(7) Place transmission case in upright position, or
place blocks under front end of transmission repair
stand to tilt case rearward. This makes it easier to
install front/rear clutch assembly.
(8) Align discs in rear clutch. Then install and
engage assembly in front planetary and driving shell
(Fig. 60). Turn clutch retainers back and forth until
both clutches are seated.
(9) Position front band lever in case and over servo
rod guide. Then install front band lever pin in case
and slide it through lever.
(10) Coat threads of front band pin access plug
with sealer and install it in case. Tighten plug to 17
N´m (13 ft. lbs.) torque.
Fig. 56 Intermediate Shaft Thrust Plate
1 - SHAFT THRUST PLATE
2 - INTERMEDIATE SHAFT PILOT HUB
Fig. 57 Input Shaft Seal Rings And Thrust Washer
1 - TORLONTFRONT SEAL RINGS
2 - INPUT SHAFT
3 - REAR SEAL RING
4 - THRUST WASHER
Fig. 58 Assembling Front And Rear Clutches
1 - FRONT CLUTCH ASSEMBLY
2 - REAR CLUTCH ASSEMBLY
3 - REAR CLUTCH SPLINED HUB
DRAUTOMATIC TRANSMISSION - 46RE 21 - 169
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)

Compressor, Spring - C-3863-A
Remover, Seal - C-3985-B
Installer, Seal - C-3995-A
Handle, Universal - C-4171
Remover/Installer, Bushing - C-4470
Dial Caliper - C-4962
Spring Compressor and Alignment Shaft - 6227
Bar, Gauge - 6311
Gauge, Block - 6312
21 - 190 AUTOMATIC TRANSMISSION - 46REDR
AUTOMATIC TRANSMISSION - 46RE (Continued)

BANDS
DESCRIPTION
KICKDOWN (FRONT) BAND
The kickdown, or ªfrontº, band (Fig. 76) holds the
common sun gear of the planetary gear sets. The
front (kickdown) band is made of steel, and faced on
its inner circumference with a friction-type lining.
One end of the band is anchored to the transmission
case, and the other is acted on with a pushing force
by a servo piston. The front band is a single-wrap
design (the band does not completely encompass/
wrap the drum that it holds).
LOW/REVERSE (REAR) BAND
The low/reverse band, or ªrearº, band (Fig. 77) is
similar in appearance and operation to the front
band. The rear band is also a single-wrap design (
the band does not completely encompass/wrap the
drum that it holds).
OPERATION
KICKDOWN (FRONT) BAND
The kickdown band holds the common sun gear of
the planetary gear sets by applying and holding the
front clutch retainer, which is splined to the sun gear
driving shell, and in turn splined directly to the sun
gear. The application of the band by the servo is typ-
ically done by an apply lever and link bar.
LOW/REVERSE (REAR) BAND
The rear band holds the rear planet carrier sta-
tionary by being mounted around and applied to the
low/reverse drum.
ADJUSTMENTS
ADJUSTMENT - BANDS
FRONT BAND
The front (kickdown) band adjusting screw is
located on the left side of the transmission case
above the manual valve and throttle valve levers.
(1) Raise vehicle.
(2) Loosen band adjusting screw locknut (Fig. 78).
Then back locknut off 3-5 turns. Be sure adjusting
screw turns freely in case. Apply lubricant to screw
threads if necessary.
(3) Tighten band adjusting screw to 8 N´m (72 in.
lbs.) torque with Inch Pound Torque Wrench
C-3380-A, a 3-in. extension and an appropriate
TorxŸ socket.
CAUTION: If Adapter C-3705 is needed to reach the
adjusting screw, tighten the screw to only 5 N´m
(47-50 in. lbs.) torque.
(4) Back off front band adjusting screw 2-7/8
turns.
(5) Hold adjuster screw in position and tighten
locknut to 41 N´m (30 ft. lbs.) torque.
(6) Lower vehicle.
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.
Fig. 76 Front Band
1 - FRONT BAND
2 - TRANSMISSION HOUSING
Fig. 77 Rear Band And Link
1 - BAND LINK
2 - REAR BAND
DRAUTOMATIC TRANSMISSION - 46RE 21 - 193

(4) Tighten adjusting screw to 8 N´m (72 in. lbs.)
torque (Fig. 79).
(5) Back off adjusting screw 2 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, Automatic Transmission fluid.
BRAKE TRANSMISSION SHIFT
INTERLOCK SYSTEM
DESCRIPTION
The Brake Transmission Shifter Interlock (BTSI)
(Fig. 80), is a solenoid operated system. It consists of
a solenoid permanently mounted on the gearshift
cable.
OPERATION
The system locks the shifter into the PARK posi-
tion. The interlock system is engaged whenever the
ignition switch is in the LOCK or ACCESSORY posi-
tion. An additional electrically activated feature will
prevent shifting out of the PARK position unless the
brake pedal is depressed approximately one-half an
inch. A magnetic holding device in line with the park
lock cable is energized when the ignition is in the
RUN position. When the key is in the RUN position
and the brake pedal is depressed, the shifter is
unlocked and will move into any position. The inter-
lock system also prevents the ignition switch from
being turned to the LOCK or ACCESSORY position,
unless the shifter is fully locked into the PARK posi-
tion.
Fig. 78 Front Band Adjustment Screw Location
1 - LOCK-NUT
2 - FRONT BAND ADJUSTER
Fig. 79 Rear Band Adjustment Screw Location
1 - LOW-REVERSE BAND ADJUSTMENT
Fig. 80 Brake Transmission Interlock Mechanism
1 - STEERING COLUMN
2 - GEARSHIFT CABLE
3 - GEARSHIFT CABLE LOCK TAB
4 - BTSI SOLENOID LOCK TAB
5 - BTSI CONNECTOR
21 - 194 AUTOMATIC TRANSMISSION - 46REDR
BANDS (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)