DODGE TRUCK 1993 Service Repair Manual

21 - 90
AUTOMATIC
TRANSMISSION—32RH/36RH/37RH/42RH/46RH

• (4) Note pressure with engine at curb idle speed
and rear wheels stopped. Pressure should be zero to 1-1/2 psi maximum. If pressure exceeds this figure,
governor valve or weights are sticking open.
(5) Slowly increase engine rpm and observe speed­
ometer and pressure test gauge. Governor pressure should increase in proportion to indicated vehicle
speed (or approximately 1 psi for every 1 mph).
(6) Pressure rise should be smooth and drop back
to 0 to 1-1/2 psi when wheels are braked to a stop and engine returns to curb idle speed.
(7) Compare results of the pressure tests with the
Pressure Test Analysis Charts (Figs. 6 and 7).

Test
Six—42RH/46RH
Transmission
In Overdrive Fourth
Gear

This test checks line pressure at the overdrive
clutch in fourth gear range. Use 300 psi Test
Gauge C-3292 for this test.
(1) Raise vehicle and connect test gauge to over­
drive clutch pressure port (Fig. 5). (2) Lower vehicle to enough to allow entry into
drivers seat. Leave vehicle wheels approximately one
foot off shop floor.
(3) Secure test gauge where it can be viewed from
drivers seat.
(4) Verify that overdrive control switch is in ON
position. (5) Start engine and shift into D range.
(6) Increase engine rpm gradually until 3-4 shift
occurs and note gauge pressure. (7) Pressure should be 469-496 kPa (68-72 psi)
with closed throttle and increase to 620-827 kPa (90- 120 psi) at 1/2 to 3/4 throttle. Note that pressure will
increase to 896 kPa (130 psi) or more at full throttle. (8) Refer to pressure test chart (Fig. 7) for pressure
diagnosis.

CONVERTER
STALL
TEST
Stall testing involves determining maximum en­
gine rpm obtainable at full throttle with the rear
wheels locked and the transmission in D range. This
test checks the holding ability of the converter over­
running clutch and both of the transmission clutches. When stall testing is completed, refer to the Stall
Speed Specifications chart and Stall Speed Diagnosis
guides.

WARNING:
NEVER
ALLOW
ANYONE
TO
STAND

IN
FRONT
OF THE
VEHICLE
DURING
A
STALL

TEST.
ALWAYS
BLOCK
THE
FRONT
WHEELS
AND
APPLY
THE
SERVICE
AND
PARKING
BRAKES
DURING
THE
TEST.

STALL
TEST
PROCEDURE
(1) Connect tachometer to engine.
(2) Check and adjust transmission fluid level.
1EST
CONDITION
INDICATION

Line
pressure
OK during

any
one test
Pump
and regulator valve OK

Line
Pressure
OK in R
but low in D, 2, 1
Leakage
in
rear
dutch area
(servo,

dutch
seals,
governor
support

seal
rings)

Pressure
OK in 1, 2 but

low
in D3 and R
Leakage
in
front
dutch area
(servo,

dutch
seals,
retainer
bore,
pump
seal
rings)

Pressure
OK in 2 but low in

R
and 1
Leakage
in
rear
servo

Front
servo
pressure
in 2
Leakage
in
servo;
broken
servo

ring
or
cracked
servo
piston

Pressure
low in all
positions
Cogged
filter,
stuck
pressure

regulator valve, worn or
defective
pump

Governor
pressure
too
high
at idle
speed:
Governor
valve
sticking
open

Governor
pressure
low at all
mph
figures
Governor
valve
sticking
dosed

Lubrication
pressure
low at all

throttle
positions
Clogged
oil cooler or
lines,
seal

rings
leaking,
output shaft

plugged
with
debris,
worn

bushings
in
pump
or dutch

retainer
J9021-34

Fig.
6
Pressure
Test
Analysis
Chart (32RH/36RH/
37RH)

(3) Start and run engine until transmission fluid
reaches normal operating temperature. (4) Block front wheels.
(5) Fully apply service and parking brakes.
(6) Open throttle completely for no more than five
seconds and record maximum engine rpm registered
on tachometer.

CAUTION:
Stall testing
causes
a rapid increase in

transmission
fluid
temperature. Do not
hold
the

throttle
open
any
longer
than
five
seconds.
If more
than one stall test is required, run the engine at 1000 rpm
with
the
transmission
in Neutral for at

least
20
seconds
to
cool
the fluid.
(7) If engine speed exceeds maximum shown in
stall speed chart, release accelerator pedal immedi­
ately. This condition indicates transmission clutch
slippage is occurring.
(8) Shift transmission into Neutral. Operate en­
gine for 20 seconds. Stop engine, shift transmission
into Park and release brakes.
(9) Stall speeds should be: 1800-2100 rpm with
3.9L engine and 1700-2000 rpm with 5.2L/5.9L en­

gines.

(10) Refer to Stall Test Diagnosis.

AUTOMATIC
TRANSMISSION—32RH/36RH/37RH/42RH/46RH
21 - 91

TEST
CONDITION

Line pressure OK during
any one test
Line Pressure OK in
R

but low in D, 2, 1
Pressure Low in D
Fourth Gear Range
Pressure OK in 1, 2 but
low
in
D3
and
R

Pressure OK in 2 but low in
R
and 1
Front servo pressure low
in 2
Pressure low in all positions
Governor pressure too high
at idle speed
Governor pressure low
at all mph figures Lubrication pressure low at
all throttle positions
INDICATION

Pump and regulator valve OK
Leakage in rear clutch area (servo,
clutch seals, governor support seal rings)
Overdrive clutch piston seal, or
check ball problem
Leakage in front clutch area (servo,
clutch seals, retainer bore, pump seal rings)
Leakage in rear servo
Leakage in servo; broken servo
ring or cracked servo piston
Clogged filter, stuck regulator
valve, worn or faulty pump, plugged fluid cooler
Governor valve sticking open
Governor valve sticking closed
Clogged oil cooler or lines, seal rings leaking, output shaft plugged
with debris, worn bushings in pump or clutch retainer

J9321-165
Fig.
7
Pressure
Test
Analysis
Chart (42RH/46RH)

STALL
TEST
DIAGNOSIS

Stall
Speed
Too
High
If stall speed exceeds specifications by more than
200 rpm, transmission clutch slippage is indicated.

Stall
Speed
Too Low Low stall speeds with a properly tuned engine in­
dicate a torque converter overrunning clutch prob­
lem. The condition should be confirmed by road
testing prior to converter replacement. The converter overrunning clutch is slipping when:
Stall speeds are 250 to 350 rpm below specified min­
imum and the vehicle operates properly at highway
speeds but has poor low speed acceleration.

Stall
Speed
Normal
If stall speeds are normal but abnormal throttle
opening is required to maintain highway speeds, the
converter overrunning clutch is seized and the torque
converter must be replaced.

Converter
Noise
During
Test
A whining noise caused by fluid flow is normal
during a stall test. However, loud metallic noises in­ dicate a damaged converter. To confirm that noise is
originating from the converter, operate the vehicle at
light throttle in Drive and Neutral on a hoist and
lis­

ten for noise coming from the converter housing.

AIR
TESTING
CLUTCH
AND
BAND
OPERATION
Air pressure testing can be used to check clutch
and band operation with the transmission either in
the vehicle, or on the work bench as a final check af­
ter overhaul. Air pressure testing requires that the oil pan and
valve body be removed from the transmission. The servo and clutch apply passages are shown in Figure
8.
FRONT
SERVO
APPLY^

REAR
SERVO
APPLY

LINE
PRESSURE
TO
ACCUMULATOR

GOVERNOR
PRESSURE
FRONT

SERVO

RELEASE

PUMP

SUCTION

PUMP

PRESSURE

FRONT

CLUTCH
APPLY

REAR

CLUTCH
APPLY

TO
TORQUE

CONVERTOR

I

FROM
TORQUE
CONVERTER

TO

GOVERNOR
TO
COOLER
^H252

Fig.
8 Air
Pressure
Test
Passages
Front
Clutch
Test

Place one or two fingers on the clutch housing and
apply air pressure through front clutch apply passage (Fig. 8). Piston movement can be felt and a soft thud
heard as the clutch applies.

Rear
Clutch
Test
Place one or two fingers on the clutch housing and
apply air pressure through rear clutch apply passage
(Fig. 8). Piston movement can be felt and a soft thud
heard as the clutch applies.

Front
Servo
Test
Apply air pressure to the front servo apply passage.
The servo rod should extend and cause the band to
tighten around the drum. Spring tension should re­ lease the servo when air pressure is removed.

21
- 12
AUTOMATIC TRANSMISSION—32RH/36RH/37RH/42RH/46RH

•
Rear Servo
Test
Apply air pressure to the rear servo apply passage.
The servo rod should extend and cause the band to
tighten around the drum. Spring tension should re­ lease the servo when air pressure is removed.

CONVERTER
HOUSING
FLUID
LEAK
DIAGNOSIS
When diagnosing converter housing fluid leaks,
two items must be established before repair. First, it must be verified that a leak condition actually exists.
And second, the true source of the leak must be de­
termined. Some suspected converter housing leaks may not
be leaks at all. They may only be the result of resid­ ual fluid in the converter housing, or excess fluid spilled during factory fill or refill after repair. Converter housing leaks have several potential
sources. Through careful observation, a leak source
can be identified before removing the transmission
for repair. Pump seal leaks tend to move along the drive hub
and onto the rear of the converter. Pump O-ring or
pump body leaks follow the same path as a seal leak (Fig. 9). Pump vent or pump attaching bolt leaks are gener­
ally deposited on the inside of the converter housing
and not on the converter itself (Fig. 9). Pump seal or gasket leaks usually travel down the
inside of the converter housing. Front band lever pin plug leaks are generally de­
posited on the housing and not on the converter.
,j PUMP PUMP PUMP
Fig. 9 Typical Converter Homing Leak Paths
LEAK DIAGNOSIS PROCEDURE (1) Raise rear of vehicle and allow accumulated
fluid to drain out of converter housing.
(2) Check and adjust transmission fluid level.

(3)
Raise vehicle. Remove converter housing dust
cover and wipe as much fluid as possible from con­
verter housing.
(4) Fabricate test probe from steel or aluminum
stock (Fig. 10). Then attach probe to converter hous­ ing with one a dust shield bolt.

(5)
Have helper run engine at 2500 rpm (with
transmission in Neutral) for two minutes; then stop engine. (6) Inspect test probe and converter housing. If
leak is evident, note color of fluid. Transmission fluid
is red. Engine oil ranges in color from brown to
green, or to black when oil is dirty.
(7) If probe upper surface is dry, converter and seal
are OK. However, path of fluid across probe upper
surface indicates converter or seal leak. Fluid leak­
ing under probe is coming from pump housing area (Fig. 11).
(8) Fluid leaking under probe could be from: pump
seal and/or bushing, pump vent, kickdown lever shaft
access plug, pump bolts, or porous spots in pump
body or transmission case (Fig. 11).
(9) If porous spots in transmission case or pump
body are suspected leak source, pressurize transmis­ sion as described in Leak Testing With Air Pressure.
TORQUE CONVERTER LEAK POINTS

SHIELD
MATERIAL:
5-1/2"
X 1-1/2" X 1/32"
BOLT
SHEET
METAL
RN778
Fig.
10 Leak Test Probe
Fig.
11
Pump
Area
Inspection
Points

Possible sources of converter leaks are:

•

AUTOMATIC
TRANSMISSION-32RH/3IRH/37RH/42RH/48RH
21 - 13 • Leaks at weld joint around outside diameter weld
(Fig. 12).
• Leaks at converter hub weld (Fig. 12).

OUTSIDE
DIAMETER
WELD
TORQUE CONVERTER
HUB WELD
"LUG
STARTER RING GEAR
RH254

Fig.
12 Typical Converter
Leak
Points

LEAK
TESTING
WITH AIR
PRESSURE
This test involves closing off the transmission
openings and pressurizing the transmission to 8 psi (55 kPa) with air pump tool 7700.
A soapy water solution is applied to suspected leak
points before and during the pressure test. Leaks will
be indicated by the presence of air bubbles coming
through the solution.
Some transmission openings such as the fill tube
and front cooler line fitting can be closed off with a
rubber plug or similar device. Plugs can secured with
wire or duct tape.
The transmission rear output shaft opening is
closed off simply by leaving the transfer case bolted
in place. However, if the transfer case has been re­
moved, a shipping plug can used to close off this
opening. The torque converter hub opening in the pump and
the pump vent require special tools to close them off.
The converter hub seal cup is made from thin wall
tube and a 3.18 mm (1/8 in.) thick disc (Figs. 13, 14).
A retaining strap is needed to secure the seal cup
for testing. The strap can be made from 31.75 mm (1- 1/4 in.) wide stock (Fig. 15).
WELD OR

BRAZE
BREAK
EDGE

1/16"

MIN.

MATERIAL: 1-7/8 INCH O.D.
THIN
WALLED STEEL TUBING
AND 1/8 INCH STEEL DISC OUTSIDE OF OPEN
END FOR THIS
DISTANCE ON TUBE

RN779 The strap attaching hole positions are approximate
only. Measure hole position on the converter housing
before drilling.
The pump vent tool is made from 6.35 mm (1/4 in.)
rod and 4.75 mm (3/16 in.) plate (Figs. 16, 17). The fabricated tools can all be made from mild
steel or aluminum stock. WELD
OR BRAZE BREAK EDGE 1/16" MIN.

-«-l/8"

• SEAL THIS END AIR TIGHT

1-3/4"-*-

•
5"-
MATERIAL: 1-1/2 INCH O.D. THIN WALLED STEEL TUBING AND 1/8 INCH STEEL DISC POLISH
OUTSIDE
„OF OPEN

"END
FOR
THIS DISTANCE
ON TUBE
RN780
Fig.
14 Converter Hub
Seal
Cup-32RH/42RH

15/32 INCH DRILL 4 HOLES
MATERIAL: 1/4 INCH STEEL STOCK 1-1/4 INCH WIDE RN781
Fig.
13 Converter Hub
Seal
Cup-36RH/46RH
Fig.
15
Seal
Cup Retaining Strap

AIR
PRESSURE
LEAK
TEST
PROCEDURE
(1) Install vent plug, converter hub seal cup and
cup retaining strap (Fig. 18).
(2) Close off remaining transmission openings with
rubber plugs, or stoppers. Do not close off rear cooler line fitting as air pump will be attached
to this fitting.
(3) Attach Air Pump 7700 to rear cooler line fit­
ting. Connect length of copper tube to fitting. Then attach air pump hose to tube with hose clamp (Fig.
19).

(4) Apply thick soapy water solution to suspected
leak areas.

CAUTION:
The
recommended
test
pressure
is 8
psi.
The
maximum
allowable
test
pressure
is 10 psi
(68.9 kPa).
Do not
exceed
specified
pressure.

(5) Pressurize transmission to 8 psi (55 kPa) with
the hand operated air pump.

21
- 14
AUTOMATIC TRANSMISSION—32RH/36RH/37RH/42RH/46RH

•

MATERIAL:
3/16
INCH
STEEL
STOCK
Fig. 16 Pump Vent Piug-36RH/46RH

13/32" DRILL
2
HOLES MATERIAL:
3/16
INCH
STEEL
STOCK
KN/aj
Fig. 17 Pump Vent Plug-32RH/42RH
(6) Observe suspected leak areas. Air bubbles ap­
pearing in soapy water solution indicate leak points.
(7) Remove test tools and plugs after test comple­
tion and make necessary repairs. Refer to Converter Housing Area Leak Correction procedure.

CONVERTER HOUSING AREA LEAK
CORRECTION
(1) Remove transmission and remove torque con­
verter.
(2) Tighten front band adjusting screw until band
is tight around front clutch retainer. This prevents
front clutch from coming out when oil pump is re­
moved.
(3) Remove oil pump and seal. Inspect pump hous­
ing drainback and vent holes for obstructions. Clear
holes with solvent and wire.
COOLER
LINE
FITTING
RY254
Fig. 19 Pressurizing Transmission (4) Inspect pump bushing and converter hub. If
bushing is scored, replace it. If converter hub is scored, either polish it with crocus cloth or replace
converter if scoring is severe.
(5) Install new pump seal, O-ring, gasket, and
bushing. Replace oil pump if housing is cracked, po­
rous or damaged in any way.

(6)
Remove kickdown lever pin access plug. Apply
Mopar silicone sealer, or Permatex No. 2 to plug
threads and tighten plug to 17 N*m (150 in. lbs.) torque.
(7) Adjust front (kickdown) band.
(8) Lubricate pump seal and converter hub with
transmission fluid or petroleum jelly and install con­
verter.
(9) Install transmission.
(10) Install converter housing dust shield
(11) Lower vehicle and refill transmission with
recommended fluid.

•

AUTOMATIC
TRANSMISSION—32RH/36RH/37RH/42RH/46RH
21 - ii
DIAGNOSIS
CHARTS AND HYDRAULIC
FLOW

DIAGRAMS

The diagnosis charts and hydraulic flow diagrams
provide additional reference for transmission diagno­
sis.
The diagnosis charts provide general information
on a variety of transmission, overdrive unit and con­
verter clutch fault conditions. The Transmission Unit diagnosis charts apply to all transmission models.
The Overdrive Unit charts apply to the four speed
transmissions only.
The hydraulic flow diagrams outline transmission
fluid flow and hydraulic circuitry. The flow diagrams also provide basic working pressures for the various
gear ranges.

21 - 96
AUTOMATIC
TRANSMISSION—32RH/36RH/37RH/42RH/46RH

• Condition

Possible
Cause
Correction

HARSH
ENGAGEMENT
(FROM
NEUTRAL
TO
DRIVE
OR

REVERSE)

Note: The shift from
neutral
to
reverse is normally
quite
firm. Hydraulic pressure at the
rear

servo can approach 300 psi in
reverse gear. Do not confuse a

firm
engagement
with
a
truly
harsh engagement
1.
Engine
idle
speed too high
2. Driver "riding" accelerator pedal during shift
3.
Throttle
cable or linkage misadjusted
4. Band adjustment needed

5.
Loose
mounting bolts
6 Worn or damaged
U-joints

7.
Loose
axle
pinion nut
8. Hydraulic pressure is incorrect
9. Accumulator piston spring, or seal worn or damaged
10. Faulty converter clutch (if equipped)

11.
Clutch, band, or
planetary
component
is
damaged 1. Check/adjust
idle
speed
2. Advise owner/operator
3. Adjust cable or linkage; setting is
either
too long or too short
4. Adjust
front/rear
bands
5. Check engine, transmission,
propeller
shaft, crossmember, and
axle
bolt torque;
tighten
loose
bolts and replace
missing
bolts
6. Remove
propeller
shaft and replace
U-joints

7. Replace nut and check pinion threads
before
installing new nut; replace pinion gear if
threads are damaged
8. Check pressures; remove, overhaul, or adjust valve body as needed;
repair
oil pump if

necessary

9. Remove valve body and replace piston,
seal,
or spring as needed
10. Replace converter and flush cooler and lines
before
installing new converter

11.
Remove, disassemble, and
repair
transmission
as necessary

DELAYED
ENGAGEMENT

(FROM
NEUTRAL
TO
DRIVE

OR
REVERSE)
1.
Engine
idle
speed too low
2. Low
fluid
level

3. Gearshift linkage but of adjustment
4. Rear band out of adjustment

5.
Valve body
filter
plugged
6. Oil pump gears worn or damaged or pump body or seal is damaged, allowing pump to

take
in air, causing
fluid
aeration

7. Reaction shaft seal rings worn or broken
8. Governor valve stuck or valve shaft is loose or damaged
9. Low hydraulic pressure
10. Clutch, band, or servo damage
1.
Adjust
idle
speed
2. Correct
level
and check for leaks
3. Adjust cable or linkage and
repair
linkage if worn or damaged
4. Adjust band
5. Replace
fluid
and
filter.
If oil pan and old
fluid
were
full
of clutch
disc
material
and/or
metal
particles, overhaul
will
be necessary
6. Remove transmission and replace oil pump
7. Remove transmission, remove oil pump, and replace seal rings
8. Remove and inspect governor components; replace worn or damaged parts
9. Perform pressure test, remove transmission, and
repair
as needed
10. Remove and disassemble transmission and
repair
as necessary

J9321-255

TRANSMISSION DIAGNOSIS

•

AUTOMATIC
TRANSMISSION—32RH/36RH/37RH/42RH/46RH
21 - 97
Cenoltfeie
Possible
Caws®
Cowscilon

SHIFTS
DELAYED
OR
ERRATIC
(SHIFTS
ALSO
HARSH
AT

TIMES)
1.
Low
fluid
level

2.
Throttle
linkage out
of
adjustment
3.
Throttle
linkage
is
binding

4.
Gearshift linkage out
of
adjustment
5. Fluid
filter
partially
clogged
6. Air in
fluid
due to
overfill
condition or
air
leakage
into
pump suction
passages

7.
Clutch
or
servo problem
8. Front band out of adjustment (may
cause
harsh
1-2
shift)
1.
Correct
fluid
level
and check
for
leaks
2. Adjust linkage
as
described in service section
3.
Disassemble,
clean, and adjust linkage; replace linkage grommets
if
removed
or if
worn or
cracked

4.
Adjust linkage
as
described in service section
5. Replace
filter. If filter
and
fluid
contained clutch
material
or
metal
particles, an overhaul may
be

necessary

6. Drain
fluid
to correct
level
if
overfilled.
If
fluid
is
highly
aerated
(full
of
bubbles
and foamy),
oil

pump
gasket
or seal may have failed,
or
pump

body
is
porous
or cracked

7.
Remove valve body and
air
test clutch, band and
servo
operation;
disassemble
and
repair

transmission
as needed
8. Adjust band

NO
REVERSE
(D
RANGES
OK)
1.
Gearshift linkage is
either
out of adjustment or

damaged

2. Rear band
is
out
of
adjustment
3. Valve body malfunction (stuck/damaged manual valve, regulator valve,
or
check ball)

4.
Rear servo or
front
clutch malfunction
1.
Repair or replace linkage parts as needed
2. Adjust band
3. Remove and service valve body; replace valve body
if
any valves or valve bores are worn
or

damaged

4.
Remove and
disassemble
transmission;
replace worn, damaged servo and clutch parts as
necessary

HAS
FIRST-REVERSE
ONLY

(NO
1-2
OR
2-3
UPSHIFT)
1.
Governor valve, shaft, weights, or body damaged

1.
Remove governor
assembly
and
repair
as

necessary

J9121-440

TRANSMISSION DIAGNOSIS

21
- 98
AUTOMATIC
TRANSMISSION-32RH/36RH/37RH/42RH/46RH

•
CendSfion

Possible
Cause Correction

NO
DRIVE
RANGE

(REVERSE
OK)
1.
Gearshift linkage
either
loose,
damaged or out of
adjustment
2. Low
fluid
level

3. Valve body malfunction (manual valve or shaft damaged or
1
-2 shift valve stuck)
4. Rear clutch
failure

5.
Transmission
overrunning clutch
failure

6. Input shaft seal
rings
worn or damaged
1.
Repair or replace linkage components
2. Correct
fluid
level
and check for leaks
3. Remove and
disassemble
valve body; replace as
assembly
if
any valves or bores are damaged

4.
Remove and
disassemble
transmission
and
rear
clutch;
repair/replace
worn, damaged parts as needed

5.
Remove and
disassemble
transmission;
replace overrunning clutch
6. Remove and
disassemble
transmission;
replace seal rings and any
other
worn or damaged parts

NO
DRIVE
OR
REVERSE

(VEHICLE
WILL NOT
MOVE)
1.
Low
fluid
level

2. Gearshift linkage
loose,
damaged, or misassembled
3.
Failure
of
driveline
component,
such
as
U-joint,
axle
shaft, transfer
case
component, etc.
4. Low
fluid
pressure due to worn or damaged
oil
pump
5.
Transmission
internal
component damaged
6. Valve body malfunction (seized valve, damaged manual
lever,
valve body screws
loose
or
overtightened
causing
distortion and bind)
1.
Add
fluid
and check for leaks
if
drive
is restored
2.
Inspect,
adjust, and reassemble linkage
as
needed; replace worn, damaged parts
3. Perform
preliminary
inspection procedure for vehicle
that
will
not
move;
refer
to procedure
in
diagnosis
section
4. Perform pressure test to confirm low pressure; replace pump body and/or
gears
if
necessary

5.
Remove and
disassemble
transmission;
repair
or replace
failed
components
as
needed

6.
Remove,
disassemble,
and inspect valve body; replace valve body (as
assembly)
if
any valve or
bore
is
damaged;
clean and reassemble
correctly
if all parts are in good condition

J9121-443

TRANSMISSION DIAGNOSIS

•

AUTOMATIC
TRANSMISSION-32RH/36RH/37RH/42RH/46RH
21 - 99 Condition

Possible
Cause
Correction

MOVES
IN 2ND OR 3RD

GEAR,
ABRUPTLY
DOWNSHIFTS
TO LOW
1.
Governor valve sticking
2. Valve body malfunction
1.
Remove, clean, and inspect; replace
faulty
parts
2. Remove, clean, and inspect; look for stuck
1
-2 valve or governor plug

SLIPS
IN LOW
GEAR
D
ONLY,

BUT
NOT IN 1
POSITION
1.
Overrunning clutch
faulty,
not holding

1.
Replace overrunning clutch

SLIPS
IN
FORWARD
DRIVE
RANGES
1.
Low
fluid
level

2. Air in
fluid
(fluid
is
foamy,
full
of bubbles), shifts are
spongy,
caused by air getting
into
pump suction

passages

3. Gearshift or
throttle
linkage out of adjustment
4. Low hydraulic
pressures
due to worn pump, incorrect control pressure adjustments, valve body
warpage or malfunction, sticking governor, leaking seal
rings,
dutch
seals
leaking, servo leaks, clogged

filter,
or cooler lines
5. Accumulator piston cracked, spring broken or seal worn
6. Clutch or servo malfunction, leaking
seals
or worn plates
7. Overrunning clutch worn, not holding (slips in
1
only)
1.
Add
fluid
and check for leaks
2. Check for bad pump gasket or
seals,
dirt
between
pump halves, and loose pump bolts or

defective
O-ring at
filler
tube

3. Adjust linkage
4. Perform hydraulic and air pressure
tests
to
determine
cause
5. Inspect and
repair
as
necessary
6. Air pressure check clutch-servo operation and
repair
as
required

7. Replace clutch

SLIPS
IN
REVERSE
ONLY
1.
Low
fluid
level

2. Aerated fluid; see
Slips
in Forward Drive
Ranges

3. Gearshift linkage out of adjustment
4. Rear band out of adjustment
5. Hydraulic pressure too low due to worn pump, worn seal
rings,
clutch or servo seal leakage
6. Worn
front
clutch, leaking
rear
servo, or worn
rear
band
7. Band-linkage binding
1.
Add
fluid
and check for leaks
2. See
Slips
in Forward Drive
Ranges

3. Adjust linkage
4. Adjust band
5. Perform hydraulic pressure tests to
determine
cause

6. Air pressure check clutch-servo operation and
repair
as
required

7. Inspect and
repair
as
required

J9121-444

TRANSMISSION DIAGNOSIS