48RE br56

AUTOMATIC TRANSMISSION - 48RE
TABLE OF CONTENTS
page page
AUTOMATIC TRANSMISSION - 48RE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 132
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 134
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - AUTOMATIC
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . 140
DIAGNOSIS AND TESTING - PRELIMINARY . 140
DIAGNOSIS AND TESTING - ROAD
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
DIAGNOSIS AND TESTING - HYDRAULIC
PRESSURE TEST . . . . . . . . . . . . . . . . . . . . 141
DIAGNOSIS AND TESTING - AIR TESTING
TRANSMISSION CLUTCH AND BAND
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . 144
DIAGNOSIS AND TESTING - CONVERTER
HOUSING FLUID LEAK . . . . . . . . . . . . . . . . 144
DIAGNOSIS AND TESTING - DIAGNOSIS
CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
STANDARD PROCEDURE - ALUMINUM
THREAD REPAIR . . . . . . . . . . . . . . . . . . . . . 158
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 160
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 166
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 174
SCHEMATICS AND DIAGRAMS
HYDRAULIC SCHEMATICS . . . . . . . . . . . . . 176
SPECIFICATIONS
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . 189
SPECIAL TOOLS
RE TRANSMISSION . . . . . . . . . . . . . . . . . . 191
ACCUMULATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 193
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 193
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 194
BANDS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 194
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 194
ADJUSTMENTS
ADJUSTMENT - BANDS . . . . . . . . . . . . . . . 195
BRAKE TRANSMISSION SHIFT INTERLOCK
SYSTEM
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 196
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 196
DIAGNOSIS AND TESTING - BRAKE
TRANSMISSION SHIFT INTERLOCK . . . . . . 196
ADJUSTMENTS - BRAKE TRANSMISSION
SHIFT INTERLOCK . . . . . . . . . . . . . . . . . . . 196
ELECTRONIC GOVERNOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 197
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 198
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 200
EXTENSION HOUSING SEAL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 201
FLUID AND FILTER
DIAGNOSIS AND TESTING - EFFECTS OF
INCORRECT FLUID LEVEL . . . . . . . . . . . . . 201
DIAGNOSIS AND TESTING - CAUSES OF
BURNT FLUID . . . . . . . . . . . . . . . . . . . . . . . 201
DIAGNOSIS AND TESTING - FLUID
CONTAMINATION . . . . . . . . . . . . . . . . . . . . 202
STANDARD PROCEDURE
STANDARD PROCEDURE - FLUID LEVEL
CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
STANDARD PROCEDURE - FLUID AND
FILTER REPLACEMENT . . . . . . . . . . . . . . . 203
STANDARD PROCEDURE - TRANSMISSION
FILL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
FRONT CLUTCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 205
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 205
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 205
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 206
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
FRONT SERVO
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 208
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 208
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 209
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 209
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
GEARSHIFT CABLE
DIAGNOSIS AND TESTING - GEARSHIFT
CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 211
ADJUSTMENTS
GEARSHIFT CABLE . . . . . . . . . . . . . . . . . . 212
OIL PUMP
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 213
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 213
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 214
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 214
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
21 - 130 AUTOMATIC TRANSMISSION - 48RE DR
OUTPUT SHAFT FRONT BEARING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 216
OUTPUT SHAFT REAR BEARING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 217
OVERDRIVE CLUTCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 217
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 217
OVERDRIVE UNIT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 218
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 225
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 225
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 235
OVERRUNNING CLUTCH CAM/OVERDRIVE
PISTON RETAINER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 236
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 236
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 236
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 236
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 237
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 237
PISTONS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 239
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 239
PLANETARY GEARTRAIN/OUTPUT SHAFT
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 241
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 241
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 242
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 243
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 244
REAR CLUTCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 247
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 248
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 248
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 248
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 248
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
REAR SERVO
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 251
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 251
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 251
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 251
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 251
SHIFT MECHANISM
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 252
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 252
SOLENOID
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 252
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 252
SPEED SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 253
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 253
THROTTLE VALVE CABLE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 253
ADJUSTMENTS - THROTTLE VALVE CABLE . 254
TORQUE CONVERTER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 255
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 259
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 260
TORQUE CONVERTER DRAINBACK VALVE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 261
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 261
STANDARD PROCEDURE - TORQUE
CONVERTER DRAINBACK VALVE . . . . . . . . 261
TOW/HAUL OVERDRIVE SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 261
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 262
DIAGNOSIS AND TESTING - OVERDRIVE
ELECTRICAL CONTROLS . . . . . . . . . . . . . . 262
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 262
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 262
TRANSMISSION RANGE SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 263
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 263
DIAGNOSIS AND TESTING - TRANSMISSION
RANGE SENSOR (TRS) . . . . . . . . . . . . . . . . 264
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 266
TRANSMISSION TEMPERATURE SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 267
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 267
VALVE BODY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 267
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 272
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 286
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 287
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 298
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 298
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 299
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 309
ADJUSTMENTS - VALVE BODY . . . . . . . . . . . 310
DR AUTOMATIC TRANSMISSION - 48RE 21 - 131
AUTOMATIC TRANSMISSION -
48RE
DESCRIPTION
The 48RE (Fi g. 1) i s a four speed ful l y automati c
transmi ssi ons wi th an el ectroni c governor. The 48RE
i s equi pped wi th a l ock-up cl utch i n the torque con-
verter. Fi rst through thi rd gear ranges are provi ded
by the cl utches, bands, overrunni ng cl utch, and pl an-
etary gear sets i n the transmi ssi on. Fourth gear
range i s provi ded by the overdri ve uni t that contai ns
an overdri ve cl utch, di rect cl utch, pl anetary gear set,
and overrunni ng cl utch.
The transmi ssi on contai ns a front, rear, and di rect
cl utch whi ch functi on as the i nput dri vi ng compo-
nents. I t al so contai ns the ki ckdown (front) and the
l ow/reverse (rear) bands whi ch, al ong wi th the over-
runni ng cl utch and overdri ve cl utch, serve as the
hol di ng components. The dri vi ng and hol di ng compo-
nents combi ne to sel ect the necessary pl anetary gear
components, i n the front, rear, or overdri ve pl anetary
gear set, transfer the engi ne power from the i nput
shaft through to the output shaft.
The val ve body i s mounted to the l ower si de of the
transmi ssi on and contai ns the val ves to control pres-
sure regul ati on, fl ui d fl ow control , and cl utch/band
appl i cati on. The oi l pump i s mounted at the front of
the transmi ssi on and i s dri ven by the torque con-
verter hub. The pump suppl i es the oi l pressure nec-
essary for cl utch/band actuati on and transmi ssi on
l ubri cati on.
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AUTOMATIC TRANSMISSION - 48RE (Continued)
IDENTIFICATION
Transmi ssi on i denti fi cati on numbers are stamped
on the l eft si de of the case just above the oi l pan gas-
ket surface (Fi g. 2). Refer to thi s i nformati on when
orderi ng repl acement parts.
GEAR RATIOS
The 48RE gear rati os are:
1st . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.45:1
2nd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.45:1
3rd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00:1
4th . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.69:1
Rev. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.20:1
OPERATION
The appl i cati on of each dri vi ng or hol di ng compo-
nent i s control l ed by the val ve body based upon the
manual l ever posi ti on, throttl e pressure, and gover-
nor pressure. The governor pressure i s a vari abl e
pressure i nput to the val ve body and i s one of the
si gnal s that a shi ft i s necessary. Fi rst through fourth
gear are obtai ned by sel ecti vel y appl yi ng and rel eas-
i ng the di fferent cl utches and bands. Engi ne power i s
thereby routed to the vari ous pl anetary gear assem-
bl i es whi ch combi ne wi th the overrunni ng cl utch
assembl i es to generate the di fferent gear rati os. The
torque converter cl utch i s hydraul i cal l y appl i ed and
i s rel eased when fl ui d i s vented from the hydraul i c
ci rcui t by the torque converter control (TCC) sol enoi d
on the val ve body. The torque converter cl utch i s con-
trol l ed by the Powertrai n Control Modul e (PCM). The
torque converter cl utch engages i n fourth gear, and
i n thi rd gear under vari ous condi ti ons, such as when
the O/D swi tch i s OFF, when the vehi cl e i s crui si ng
on a l evel surface after the vehi cl e has warmed up.
The torque converter cl utch can al so be engaged i n
the MANUAL SECOND gear posi ti on i f hi gh trans-
mi ssi on temperatures are sensed by the PCM. The
torque converter cl utch wi l l di sengage momentari l y
when an i ncrease i n engi ne l oad i s sensed by the
PCM, such as when the vehi cl e begi ns to go uphi l l or
the throttl e pressure i s i ncreased. The torque con-
verter cl utch feature i ncreases fuel economy and
reduces the transmi ssi on fl ui d temperature.
Si nce the overdri ve cl utch i s appl i ed i n fourth gear
onl y and the di rect cl utch i s appl i ed i n al l ranges
except fourth gear, the transmi ssi on operati on for
park, neutral , and fi rst through thi rd gear wi l l be
descri bed fi rst. Once these powerfl ows are descri bed,
the thi rd to fourth shi ft sequence wi l l be descri bed.
1 - TORQUE CONVERTER 10 - OVERDRIVE CLUTCH
2 - INPUT SHAFT 11 - DIRECT CLUTCH
3 - OIL PUMP 12 - PLANETARY GEAR
4 - FRONT BAND 13 - INTERMEDIATE SHAFT
5 - FRONT CLUTCH 14 - OVERDRIVE OVERRUNNING CLUTCH
6 - REAR CLUTCH 15 - DIRECT CLUTCH SPRING
7 - PLANETARIES 16 - OVERDRIVE PISTON RETAINER
8 - REAR BAND 17 - OIL PAN
9 - OVERRUNNING CLUTCH 18 - VALVE BODY
Fig. 2 Transmission Part Number And Serial
Number Location
1 - PART NUMBER
2 - BUILD DATE
3 - SERIAL NUMBER
PARK POWERFLOW
As the engi ne i s runni ng and the crankshaft i s
rotati ng, the fl expl ate and torque converter, whi ch
are al so bol ted to i t, are al l rotati ng i n a cl ockwi se
di recti on as vi ewed from the front of the engi ne. The
notched hub of the torque converter i s connected to
the oi l pumps i nternal gear, suppl yi ng the transmi s-
si on wi th oi l pressure. As the converter turns, i t
turns the i nput shaft i n a cl ockwi se di recti on. As the
i nput shaft i s rotati ng, the front cl utch hub-rear
cl utch retai ner and al l thei r associ ated parts are al so
rotati ng, al l bei ng di rectl y connected to the i nput
shaft. The power fl ow from the engi ne through the
front cl utch hub and rear cl utch retai ner stops at the
rear cl utch retai ner. Therefore, no power fl ow to the
output shaft occurs because no cl utches are appl i ed.
The onl y mechani sm i n use at thi s ti me i s the park-
i ng sprag (Fi g. 3), whi ch l ocks the parki ng gear on
the output shaft to the transmi ssi on case.
NEUTRAL POWERFLOW
Wi th the gear sel ector i n the NEUTRAL posi ti on
(Fi g. 4), the power fl ow of the transmi ssi on i s essen-
ti al l y the same as i n the park posi ti on. The onl y
operati onal di fference i s that the parki ng sprag has
been di sengaged, unl ocki ng the output shaft from the
transmi ssi on case and al l owi ng i t to move freel y.
Fig. 3 Park Powerflow
1 - PAWL ENGAGED FOR PARK
2 - PARK SPRAG
3 - OUTPUT SHAFT
Fig. 4 Neutral Powerflow
1 - PAWL DISENGAGED FOR NEUTRAL
2 - PARK SPRAG
3 - OUTPUT SHAFT
4 - CAM
5 - PAWL
REVERSE POWERFLOW
When the gear sel ector i s moved i nto the
REVERSE posi ti on (Fi g. 5), the front cl utch and the
rear band are appl i ed. Wi th the appl i cati on of the
front cl utch, engi ne torque i s appl i ed to the sun gear,
turni ng i t i n a cl ockwi se di recti on. The cl ockwi se
rotati on of the sun gear causes the rear pl anet pi n-
i ons to rotate agai nst engi ne rotati on i n a counter-
cl ockwi se di recti on. The rear band i s hol di ng the l ow
reverse drum, whi ch i s spl i ned to the rear carri er.
Si nce the rear carri er i s bei ng hel d, the torque from
the pl anet pi ni ons i s transferred to the rear annul us
gear, whi ch i s spl i ned to the output shaft. The output
shaft i n turn rotates wi th the annul us gear i n a
countercl ockwi se di recti on gi vi ng a reverse gear out-
put. The enti re transmi ssi on of torque i s appl i ed to
the rear pl anetary gearset onl y. Al though there i s
torque i nput to the front gearset through the sun
gear, no other member of the gearset i s bei ng hel d.
Duri ng the enti re reverse stage of operati on, the
front pl anetary gears are i n an i dl i ng condi ti on.
Fig. 5 Reverse Powerflow
1 - FRONT CLUTCH ENGAGED 5 - OUTPUT SHAFT
2 - OUTPUT SHAFT 6 - INPUT SHAFT
3 - LOW/REVERSE BAND APPLIED 7 - FRONT CLUTCH ENGAGED
4 - INPUT SHAFT 8 - LOW/REVERSE BAND APPLIED
FIRST GEAR POWERFLOW
When the gearshi ft l ever i s moved i nto the DRI VE
posi ti on the transmi ssi on goes i nto fi rst gear (Fi g. 6).
As soon as the transmi ssi on i s shi fted from PARK or
NEUTRAL to DRI VE, the rear cl utch appl i es, appl y-
i ng the rear cl utch pack to the front annul us gear.
Engi ne torque i s now appl i ed to the front annul us
gear turni ng i t i n a cl ockwi se di recti on. Wi th the
front annul us gear turni ng i n a cl ockwi se di recti on, i t
causes the front pl anets to turn i n a cl ockwi se di rec-
ti on. The rotati on of the front pl anets cause the sun
to revol ve i n a countercl ockwi se di recti on. The sun
gear now transfers i ts countercl ockwi se rotati on to
the rear pl anets whi ch rotate back i n a cl ockwi se
di recti on. Wi th the rear annul us gear stati onary, the
rear pl anet rotati on on the annul us gear causes the
rear pl anet carri er to revol ve i n a countercl ockwi se
di recti on. The rear pl anet carri er i s spl i ned i nto the
l ow-reverse drum, and the l ow reverse drum i s
spl i ned to the i nner race of the over-runni ng cl utch.
Wi th the over-runni ng cl utch l ocked, the pl anet car-
ri er i s hel d, and the resul ti ng torque provi ded by the
pl anet pi ni ons i s transferred to the rear annul us
gear. The rear annul us gear i s spl i ned to the output
shaft and rotated al ong wi th i t (cl ockwi se) i n an
underdri ve gear reducti on mode.
Fig. 6 First Gear Powerflow
1 - OUTPUT SHAFT 5 - OVER-RUNNING CLUTCH HOLDING
2 - OVER-RUNNING CLUTCH HOLDING 6 - INPUT SHAFT
3 - REAR CLUTCH APPLIED 7 - REAR CLUTCH APPLIED
SECOND GEAR POWERFLOW
I n DRI VE-SECOND (Fi g. 7), the same el ements
are appl i ed as i n MANUAL-SECOND. Therefore, the
power fl ow wi l l be the same, and both gears wi l l be
di scussed as one i n the same. I n DRI VE-SECOND,
the transmi ssi on has proceeded from fi rst gear to i ts
shi ft poi nt, and i s shi fti ng from fi rst gear to second.
The second gear shi ft i s obtai ned by keepi ng the rear
cl utch appl i ed and appl yi ng the front (ki ckdown)
band. The front band hol ds the front cl utch retai ner
that i s l ocked to the sun gear dri vi ng shel l . Wi th the
rear cl utch sti l l appl i ed, the i nput i s sti l l on the front
annul us gear turni ng i t cl ockwi se at engi ne speed.
Now that the front band i s hol di ng the sun gear sta-
ti onary, the annul us rotati on causes the front pl anets
to rotate i n a cl ockwi se di recti on. The front carri er i s
then al so made to rotate i n a cl ockwi se di recti on but
at a reduced speed. Thi s wi l l transmi t the torque to
the output shaft, whi ch i s di rectl y connected to the
front pl anet carri er. The rear pl anetary annul us gear
wi l l al so be turni ng because i t i s di rectl y spl i ned to
the output shaft. Al l power fl ow has occurred i n the
front pl anetary gear set duri ng the dri ve-second
stage of operati on, and now the over-runni ng cl utch,
i n the rear of the transmi ssi on, i s di sengaged and
freewheel i ng on i ts 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
5 - OVER-RUNNING CLUTCH FREE-WHEELING
DIRECT DRIVE POWERFLOW
The vehi cl e has accel erated and reached the shi ft
poi nt for the 2-3 upshi ft i nto di rect dri ve (Fi g. 8).
When the shi ft takes pl ace, the front band i s
rel eased, and the front cl utch i s appl i ed. The rear
cl utch stays appl i ed as i t has been i n al l the forward
gears. Wi th the front cl utch now appl i ed, engi ne
torque i s now on the front cl utch retai ner, whi ch i s
l ocked to the sun gear dri vi ng shel l . Thi s means that
the sun gear i s now turni ng i n engi ne rotati on (cl ock-
wi se) and at engi ne speed. The rear cl utch i s sti l l
appl i ed so engi ne torque i s al so sti l l on the front
annul us gear. I f two members of the same pl anetary
set are dri ven, di rect dri ve resul ts. Therefore, when
two members are rotati ng at the same speed and i n
the same di recti on, i t i s the same as bei ng l ocked up.
The rear pl anetary set i s al so l ocked up, gi ven the
sun gear i s sti l l the i nput, and the rear annul us gear
must turn wi th the output shaft. Both gears are
turni ng i n the same di recti on and at the same speed.
The front and rear pl anet pi ni ons do not turn at al l
i n di rect dri ve. The onl y rotati on i s the i nput from
the engi ne to the connected parts, whi ch are acti ng
as one common uni t, to the output shaft.
FOURTH GEAR POWERFLOW
Fourth gear overdri ve range i s el ectroni cal l y con-
trol l ed and hydraul i cal l y acti vated. Vari ous sensor
i nputs are suppl i ed to the powertrai n control modul e
to operate the overdri ve sol enoi d on the val ve body.
The sol enoi d contai ns a check bal l that opens and
cl oses a vent port i n the 3-4 shi ft val ve feed passage.
The overdri ve sol enoi d (and check bal l ) are not ener-
gi zed i n fi rst, second, thi rd, or reverse gear. The vent
port remai ns open, di verti ng l i ne pressure from the
2-3 shi ft val ve away from the 3-4 shi ft val ve. The
Tow/Haul control swi tch must be i n the ON posi ti on
to transmi t overdri ve status to the PCM. A 3-4
upshi ft occurs onl y when the overdri ve sol enoi d i s
energi zed by the PCM. The PCM energi zes the over-
dri ve sol enoi d duri ng the 3-4 upshi ft. Thi s causes the
sol enoi d check bal l to cl ose the vent port al l owi ng
l i ne pressure from the 2-3 shi ft val ve to act di rectl y
on the 3-4 upshi ft val ve. Li ne pressure on the 3-4
shi ft val ve overcomes val ve spri ng pressure movi ng
the val ve to the upshi ft posi ti on. Thi s acti on exposes
the feed passages to the 3-4 ti mi ng val ve, 3-4 qui ck
fi l l val ve, 3-4 accumul ator, and ul ti matel y to the
overdri ve pi ston. Li ne pressure through the ti mi ng
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
val ve moves the overdri ve pi ston i nto contact wi th
the overdri ve cl utch. The di rect cl utch i s di sengaged
before the overdri ve cl utch i s engaged. The boost
val ve provi des i ncreased fl ui d appl y pressure to the
overdri ve cl utch duri ng 3-4 upshi fts, and when accel -
erati ng i n fourth gear. The 3-4 accumul ator cushi ons
overdri ve cl utch engagement to smooth 3-4 upshi fts.
The accumul ator i s charged at the same ti me as
appl y pressure acts agai nst the overdri ve pi ston.
DIAGNOSIS AND TESTING - AUTOMATIC
TRANSMISSION
Automati c transmi ssi on probl ems can be a resul t of
poor engi ne performance, i ncorrect fl ui d l evel , i ncor-
rect l i nkage or cabl e adjustment, band or hydraul i c
control pressure adjustments, hydraul i c system mal -
functi ons or el ectri cal /mechani cal component mal -
functi ons. Begi n di agnosi s by checki ng the easi l y
accessi bl e i tems such as: fl ui d l evel and condi ti on,
l i nkage adjustments and el ectri cal connecti ons. A
road test wi l l determi ne i f further di agnosi s i s neces-
sary.
DIAGNOSIS AND TESTING - PRELIMINARY
Two basi c procedures are requi red. One procedure
for vehi cl es that are dri vabl e and an al ternate proce-
dure for di sabl ed vehi cl es (wi l l not back up or move
forward).
VEHICLE IS DRIVEABLE
(1) Check for transmi ssi on faul t codes usi ng DRB
scan tool .
(2) Check fl ui d l evel and condi ti on.
(3) Adjust throttl e and gearshi ft l i nkage i f com-
pl ai nt was based on del ayed, errati c, or harsh shi fts.
(4) Road test and note how transmi ssi on upshi fts,
downshi fts, and engages.
(5) Perform hydraul i c pressure test i f shi ft prob-
l ems were noted duri ng road test.
(6) Perform ai r-pressure test to check cl utch-band
operati on.
VEHICLE IS DISABLED
(1) Check fl ui d l evel and condi ti on.
(2) Check for broken or di sconnected gearshi ft or
throttl e l i nkage.
(3) Check for cracked, l eaki ng cool er l i nes, or l oose
or mi ssi ng pressure-port pl ugs.
(4) Rai se and support vehi cl e on safety stands,
start engi ne, shi ft transmi ssi on i nto gear, and note
fol l owi ng:
(a) I f propel l er shaft turns but wheel s do not,
probl em i s wi th di fferenti al or axl e shafts.
(b) I f propel l er shaft does not turn and transmi s-
si on i s noi sy, stop engi ne. Remove oi l pan, and
check for debri s. I f pan i s cl ear, remove transmi s-
si on and check for damaged dri ve pl ate, converter,
oi l pump, or i nput shaft.
(c) I f propel l er shaft does not turn and transmi s-
si on i s not noi sy, perform hydraul i c-pressure test to
determi ne i f probl em i s hydraul i c or mechani cal .
DIAGNOSIS AND TESTING - ROAD TESTING
Before road testi ng, be sure the fl ui d l evel and con-
trol cabl e adjustments have been checked and
adjusted i f necessary. Veri fy that di agnosti c troubl e
codes have been resol ved.
Observe engi ne performance duri ng the road test.
A poorl y tuned engi ne wi l l not al l ow accurate anal y-
si s of transmi ssi on operati on.
Operate the transmi ssi on i n al l gear ranges. Check
for shi ft vari ati ons and engi ne fl are whi ch i ndi cates
sl i ppage. Note i f shi fts are harsh, spongy, del ayed,
earl y, or i f part throttl e downshi fts are sensi ti ve.
Sl i ppage i ndi cated by engi ne fl are, usual l y means
cl utch, band or overrunni ng cl utch probl ems. I f the
condi ti on i s advanced, an overhaul wi l l be necessary
to restore normal operati on.
A sl i ppi ng cl utch or band can often be determi ned
by compari ng whi ch i nternal uni ts are appl i ed i n the
vari ous gear ranges. The Cl utch and Band Appl i ca-
ti on chart provi des a basi s for anal yzi ng road test
resul ts.
CLUTCH AND BAND APPLICATION CHART
SHIFT
LEVER
POSITION
TRANSMISSION CLUTCHES AND BANDS OVERDRIVE CLUTCHES
FRONT
CLUTCH
FRONT
BAND
REAR
CLUTCH
REAR
BAND
OVER-
RUNNING
CLUTCH
OVER-
DRIVE
CLUTCH
DIRECT
CLUTCH
OVER-
RUNNING
CLUTCH
Reverse X X X
Drive -
First
X X X X
Drive -
Second
X X X X
Drive -
Third
X X X X
Drive -
Fourth
X X X
Manual
Second
X X X X
Manual
First
X X X X X
Note that the rear cl utch i s appl i ed i n al l forward
ranges (D, 2, 1). The transmi ssi on overrunni ng cl utch
i s appl i ed i n fi rst gear (D, 2 and 1 ranges) onl y. The
rear band i s appl i ed i n 1 and R range onl y.
Note that the overdri ve cl utch i s appl i ed onl y i n
fourth gear and the overdri ve di rect cl utch and over-
runni ng cl utch are appl i ed i n al l ranges except fourth
gear.
For exampl e: I f sl i ppage occurs i n fi rst gear i n D
and 2 range but not i n 1 range, the transmi ssi on
overrunni ng cl utch i s faul ty. Si mi l arl y, i f sl i ppage
occurs i n any two forward gears, the rear cl utch i s
sl i ppi ng.
Appl yi ng the same method of anal ysi s, note that
the front and rear cl utches are appl i ed si mul ta-
neousl y onl y i n D range thi rd and fourth gear. I f the
transmi ssi on sl i ps i n thi rd gear, ei ther the front
cl utch or the rear cl utch i s sl i ppi ng.
I f the transmi ssi on sl i ps i n fourth gear but not i n
thi rd gear, the overdri ve cl utch i s sl i ppi ng. By sel ect-
i ng another gear whi ch does not use these cl utches,
the sl i ppi ng uni t can be determi ned. For exampl e, i f
the transmi ssi on al so sl i ps i n Reverse, the front
cl utch i s sl i ppi ng. I f the transmi ssi on does not sl i p i n
Reverse, the rear cl utch i s sl i ppi ng.
I f sl i ppage occurs duri ng the 3-4 shi ft or onl y i n
fourth gear, the overdri ve cl utch i s sl i ppi ng. Si mi -
l arl y, i f the di rect cl utch were to fai l , the transmi s-
si on woul d l ose both reverse gear and overrun
braki ng i n 2 posi ti on (manual second gear).
I f the transmi ssi on wi l l not shi ft to fourth gear, the
control swi tch, overdri ve sol enoi d or rel ated wi ri ng
may al so be the probl em cause.
Thi s process of el i mi nati on can be used to i denti fy
a sl i ppi ng uni t and check operati on. Proper use of
the Cl utch and Band Appl i cati on Chart i s the key.
Al though road test anal ysi s wi l l hel p determi ne the
sl i ppi ng uni t, the actual cause of a mal functi on usu-
al l y cannot be determi ned unti l hydraul i c and ai r
pressure tests are performed. Practi cal l y any condi -
ti on can be caused by l eaki ng hydraul i c ci rcui ts or
sti cki ng val ves.
Unl ess a mal functi on i s obvi ous, such as no dri ve
i n D range fi rst gear, do not di sassembl e the trans-
mi ssi on. Perform the hydraul i c and ai r pressure tests
to hel p determi ne the probabl e cause.
DIAGNOSIS AND TESTING - HYDRAULIC
PRESSURE TEST
Hydraul i c test pressures range from a l ow of one
psi (6.895 kPa) governor pressure, to 300 psi (2068
kPa) at the rear servo pressure port i n reverse.
An accurate tachometer and pressure test gauges
are requi red. Test Gauge C-3292 has a 100 psi range
and i s used at the accumul ator, governor, and front
servo ports. Test Gauge C-3293-SP has a 300 psi
range and i s used at the rear servo and overdri ve
ports where pressures exceed 100 psi .
Pressure Test Port Locations
Test ports are l ocated at both si des of the transmi s-
si on case (Fi g. 9).
Li ne pressure i s checked at the accumul ator port
on the ri ght si de of the case. The front servo pressure
port i s at the ri ght si de of the case just behi nd the
fi l l er tube openi ng.
The rear servo and governor pressure ports are at
the ri ght rear of the transmi ssi on case. The overdri ve
cl utch pressure port i s at the l eft rear of the case.
Test One - Transmission In Manual Low
Thi s test checks pump output, pressure regul ati on,
and condi ti on of the rear cl utch and servo ci rcui t.
Both test gauges are requi red for thi s test.
(1) Connect tachometer to engi ne. Posi ti on tachom-
eter so i t can be observed from dri ver seat i f hel per
wi l l be operati ng engi ne. Rai se vehi cl e on hoi st that
wi l l al l ow rear wheel s to rotate freel y.
(2) Connect 100 psi Gauge C-3292 to accumul ator
port. Then connect 300 psi Gauge C-3293-SP to rear
servo port.
(3) Di sconnect throttl e and gearshi ft cabl es from
l evers on transmi ssi on val ve body manual shaft.
(4) Have hel per start and run engi ne at 1000 rpm.
(5) Move transmi ssi on shi ft l ever ful l y forward
i nto 1 range.
(6) Gradual l y move transmi ssi on throttl e l ever
from ful l forward to ful l rearward posi ti on and note
pressures on both gauges:
Li ne pressure at accumul ator port shoul d be
54-60 psi (372-414 kPa) wi th throttl e l ever forward
and gradual l y i ncrease to 90-96 psi (621-662 kPa) as
throttl e l ever i s moved rearward.
Rear servo pressure shoul d be same as l i ne pres-
sure wi thi n 3 psi (20.68 kPa).
Test Two - Transmission In 2 Range
Thi s test checks pump output, l i ne pressure and
pressure regul ati on. Use 100 psi Test Gauge C-3292
for thi s test.
(1) Leave vehi cl e i n pl ace on hoi st and l eave Test
Gauge C-3292 connected to accumul ator port.
(2) Have hel per start and run engi ne at 1000 rpm.
(3) Move transmi ssi on shi ft l ever one detent rear-
ward from ful l forward posi ti on. Thi s i s 2 range.
(4) Move transmi ssi on throttl e l ever from ful l for-
ward to ful l rearward posi ti on and read pressure on
gauge.
(5) Li ne pressure shoul d be 54-60 psi (372-414
kPa) wi th throttl e l ever forward and gradual l y
i ncrease to 90-96 psi (621-662 kPa) as l ever i s moved
rearward.
Test Three - Transmission In D Range Third Gear
Thi s test checks pressure regul ati on and condi ti on
of the cl utch ci rcui ts. Both test gauges are requi red
for thi s test.
(1) Turn OD swi tch off.
(2) Leave vehi cl e on hoi st and l eave Gauge C-3292
i n pl ace at accumul ator port.
(3) Move Gauge C-3293-SP over to front servo port
for thi s test.
(4) Have hel per start and run engi ne at 1600 rpm
for thi s test.
(5) Move transmi ssi on shi ft l ever two detents rear-
ward from ful l forward posi ti on. Thi s i s D range.
(6) Read pressures on both gauges as transmi ssi on
throttl e l ever i s gradual l y moved from ful l forward to
ful l rearward posi ti on:
Li ne pressure at accumul ator i n D range thi rd
gear, shoul d be 54-60 psi (372-414 kPa) wi th throttl e
l ever forward and i ncrease as l ever i s moved rear-
ward.
Front servo pressure i n D range thi rd gear,
shoul d be wi thi n 3 psi (21 kPa) of l i ne pressure up to
ki ckdown poi nt.
Test Four - Transmission In Reverse
Thi s test checks pump output, pressure regul ati on
and the front cl utch and rear servo ci rcui ts. Use 300
psi Test Gauge C-3293-SP for thi s test.
(1) Leave vehi cl e on hoi st and l eave gauge C-3292
i n pl ace at accumul ator port.
(2) Move 300 psi Gauge C-3293-SP back to rear
servo port.
Fig. 9 Pressure Test Port Locations
1 - REAR SERVO TEST PORT
2 - GOVERNOR TEST PORT
3 - ACCUMULATOR TEST PORT
4 - FRONT SERVO TEST PORT
5 - OVERDRIVE CLUTCH TEST PORT
(3) Have hel per start and run engi ne at 1600 rpm
for test.
(4) Move transmi ssi on shi ft l ever four detents rear-
ward from ful l forward posi ti on. Thi s i s Reverse range.
(5) Move transmi ssi on throttl e l ever ful l y forward
then ful l y rearward and note readi ng at Gauge
C-3293-SP.
(6) Pressure shoul d be 145 - 175 psi (1000-1207
kPa) wi th throttl e l ever forward and i ncrease to 230 -
280 psi (1586-1931 kPa) as l ever i s gradual l y moved
rearward.
Test Five - Governor Pressure
Thi s test checks governor operati on by measuri ng
governor pressure response to changes i n vehi cl e
speed. I t i s usual l y not necessary to check governor
operati on unl ess shi ft speeds are i ncorrect or i f the
transmi ssi on wi l l not downshi ft. The test shoul d be
performed on the road or on a hoi st that wi l l al l ow
the rear wheel s to rotate freel y.
(1) Move 100 psi Test Gauge C-3292 to governor
pressure port.
(2) Move transmi ssi on shi ft l ever two detents rear-
ward from ful l forward posi ti on. Thi s i s D range.
(3) Have hel per start and run engi ne at curb i dl e
speed. Then fi rml y appl y servi ce brakes so wheel s
wi l l not rotate.
(4) Note governor pressure:
Governor pressure shoul d be no more than 20.6
kPa (3 psi ) at curb i dl e speed and wheel s not rotati ng.
I f pressure exceeds 20.6 kPa (3 psi ), a faul t
exi sts i n governor pressure control system.
(5) Rel ease brakes, sl owl y i ncrease engi ne speed,
and observe speedometer and pressure test gauge (do
not exceed 30 mph on speedometer). Governor pres-
sure shoul d i ncrease i n proporti on to vehi cl e speed.
Or approxi matel y 6.89 kPa (1 psi ) for every 1 mph.
(6) Governor pressure ri se shoul d be smooth and
drop back to no more than 20.6 kPa (3 psi ), after
engi ne returns to curb i dl e and brakes are appl i ed to
prevent wheel s from rotati ng.
(7) Compare resul ts of pressure test wi th anal ysi s
chart.
Test Six - Transmission In Overdrive Fourth Gear
Thi s test checks l i ne pressure at the overdri ve
cl utch i n fourth gear range. Use 300 psi Test Gauge
C-3293-SP for thi s test. The test shoul d be performed
on the road or on a chassi s dyno.
(1) Remove tachometer; i t i s not needed for thi s test.
(2) Move 300 psi Gauge to overdri ve cl utch pres-
sure test port. Then remove other gauge and rei nstal l
test port pl ug.
(3) Lower vehi cl e.
(4) Turn OD swi tch on.
(5) Secure test gauge so i t can be vi ewed from
dri vers seat.
(6) Start engi ne and shi ft i nto D range.
(7) I ncrease vehi cl e speed gradual l y unti l 3-4 shi ft
occurs and note gauge pressure.
(8) Pressure shoul d be 524-565 kPa (76-82 psi )
wi th cl osed throttl e and i ncrease to 690-896 kPa
(100-130 psi ) at 1/2 to 3/4 throttl e. Note that pres-
sure can i ncrease to around 965 kPa (140 psi ) at ful l
throttl e.
(9) Return to shop or move vehi cl e off chassi s
dyno.
PRESSURE TEST ANALYSIS CHART
TEST 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 clutch
area (seal rings, clutch
seals)
Pressure low in D Fourth
Gear Range
Overdrive clutch piston
seal, or check ball
problem
Pressure OK in 1, 2 but
low in D3 and R
Leakage in front clutch
area
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
Clogged filter, stuck
regulator valve, worn or
faulty pump, low oil level
Governor pressure too
high at idle speed
Governor pressure
solenoid valve system
fault. Refer to diagnostic
book.
Governor pressure low at
all mph figures
Faulty governor pressure
solenoid, transmission
control module, or
governor pressure
sensor
Lubrication pressure low
at all throttle positions
Clogged fluid cooler or
lines, seal rings leaking,
worn pump bushings,
pump, clutch retainer, or
clogged filter.
Line pressure high Output shaft plugged,
sticky regulator valve
Line pressure low Sticky regulator valve,
clogged filter, worn pump
DIAGNOSIS AND TESTING - AIR TESTING
TRANSMISSION CLUTCH AND BAND
OPERATION
Ai r-pressure testi ng can be used to check transmi s-
si on front/rear cl utch and band operati on. The test
can be conducted wi th the transmi ssi on ei ther i n the
vehi cl e or on the work bench, as a fi nal check, after
overhaul .
Ai r-pressure testi ng requi res that the oi l pan and
val ve body be removed from the transmi ssi on. The
servo and cl utch appl y passages are shown (Fi g. 10).
Front Clutch Air Test
Pl ace one or two fi ngers on the cl utch housi ng and
appl y ai r pressure through front cl utch appl y pas-
sage. Pi ston movement can be fel t and a soft thump
heard as the cl utch appl i es.
Rear Clutch Air Test
Pl ace one or two fi ngers on the cl utch housi ng and
appl y ai r pressure through rear cl utch appl y passage.
Pi ston movement can be fel t and a soft thump heard
as the cl utch appl i es.
Front Servo Air Test
Appl y ai r pressure to the front servo appl y pas-
sage. The servo rod shoul d extend and cause the
band to ti ghten around the drum. Spri ng pressure
shoul d rel ease the servo when ai r pressure i s
removed.
Rear Servo Air Test
Appl y ai r pressure to the rear servo appl y passage.
The servo rod shoul d extend and cause the band to
ti ghten around the drum. Spri ng pressure shoul d
rel ease the servo when ai r pressure i s removed.
DIAGNOSIS AND TESTING - CONVERTER
HOUSING FLUID LEAK
When di agnosi ng converter housi ng fl ui d l eaks,
two i tems must be establ i shed before repai r.
(1) Veri fy that a l eak condi ti on actual l y exi sts.
(2) Determi ned the true source of the l eak.
Some suspected converter housi ng fl ui d l eaks may
not be l eaks at al l . They may onl y be the resul t of
resi dual fl ui d i n the converter housi ng, or excess
fl ui d spi l l ed duri ng factory fi l l or fi l l after repai r.
Converter housi ng l eaks have several potenti al
sources. Through careful observati on, a l eak source
can be i denti fi ed before removi ng the transmi ssi on
for repai r. Pump seal l eaks tend to move al ong the
dri ve hub and onto the rear of the converter. Pump
body l eaks fol l ow the same path as a seal l eak (Fi g.
11). Pump vent or pump attachi ng bol t l eaks are gen-
eral l y deposi ted on the i nsi de of the converter hous-
i ng and not on the converter i tsel f (Fi g. 11). Pump
o-ri ng or gasket l eaks usual l y travel down the i nsi de
of the converter housi ng. Front band l ever pi n pl ug
l eaks are general l y deposi ted on the housi ng and not
on the converter.
Fig. 10 Air Pressure Test Passages
1 - LINE PRESSURE TO ACCUMULATOR
2 - REAR SERVO APPLY
3 - FRONT SERVO APPLY
4 - FRONT SERVO RELEASE
5 - PUMP SUCTION
6 - PUMP PRESSURE
7 - FRONT CLUTCH APPLY
8 - REAR CLUTCH APPLY
9 - TO TORQUE CONVERTOR
10 - TO COOLER
11 - FROM TORQUE CONVERTER
TORQUE CONVERTER LEAK POINTS
Possi bl e sources of converter l eaks are:
Leaks at the wel d joi nt around the outsi de di am-
eter wel d.
Leaks at the converter hub wel d.
CONVERTER HOUSING AREA LEAK CORRECTION
(1) Remove converter.
(2) Ti ghten front band adjusti ng screw unti l band
i s ti ght around front cl utch retai ner. Thi s prevents
front/rear cl utches from comi ng out when oi l pump i s
removed.
(3) Remove oi l pump and remove pump seal .
I nspect pump housi ng drai nback and vent hol es for
obstructi ons. Cl ear hol es wi th sol vent and wi re.
(4) I nspect pump bushi ng and converter hub. I f
bushi ng i s scored, repl ace i t. I f converter hub i s
scored, ei ther pol i sh i t wi th crocus cl oth or repl ace
converter.
(5) I nstal l new pump seal , O-ri ng, and gasket.
Repl ace oi l pump i f cracked, porous or damaged i n
any way. Be sure to l oosen the front band before
i nstal l i ng the oi l pump, damage to the oi l pump seal
may occur i f the band i s sti l l ti ghtened to the front
cl utch retai ner.
(6) Loosen ki ckdown l ever pi n access pl ug three
turns. Appl y Locti te 592, or Permatex No. 2 to
pl ug threads and ti ghten pl ug to 17 Nm (150 i n. l bs.)
torque.
(7) Adjust front band.
(8) Lubri cate pump seal and converter hub wi th
transmi ssi on fl ui d or petrol eum jel l y and i nstal l con-
verter.
(9) I nstal l transmi ssi on and converter housi ng
dust shi el d.
DIAGNOSIS AND TESTING - DIAGNOSIS
CHARTS
The di agnosi s charts provi de addi ti onal reference
when di agnosi ng a transmi ssi on faul t. The charts
provi de general i nformati on on a vari ety of transmi s-
si on, overdri ve uni t and converter cl utch faul t condi -
ti ons.
The hydraul i c fl ow charts i n the Schemati cs and
Di agrams secti on of thi s group, outl i ne fl ui d fl ow and
hydraul i c ci rcui try. Ci rcui t operati on i s provi ded for
PARK, NEUTRAL, FI RST, SECOND, THI RD,
FOURTH, MANUAL FI RST, MANUAL SECOND,
and REVERSE gear ranges. Normal worki ng pres-
sures are al so suppl i ed for each of the gear ranges.
Fig. 11 Converter Housing Leak Paths
1 - PUMP SEAL
2 - PUMP VENT
3 - PUMP BOLT
4 - PUMP GASKET
5 - CONVERTER HOUSING
6 - CONVERTER
7 - REAR MAIN SEAL LEAK
DIAGNOSIS CHARTS
CONDITION POSSIBLE CAUSES CORRECTION
HARSH ENGAGEMENT
(FROM NEUTRAL TO
DRIVE OR REVERSE)
1. Fluid Level Low. 1. Add Fluid
2. Throttle Linkage Mis-adjusted. 2. Adjust linkage - setting may be too long.
3. Mount and Driveline Bolts Loose. 3. Check engine mount, transmission
mount, propeller shaft, rear spring to body
bolts, rear control arms, crossmember and
axle bolt torque. Tighten loose bolts and
replace missing bolts.
4. U-Joint Worn/Broken. 4. Remove propeller shaft and replace
U-Joint.
5. Axle Backlash Incorrect. 5. Check per Service Manual. Correct as
needed.
6. Hydraulic Pressure Incorrect. 6. Check pressure. Remove, overhaul or
adjust valve body as needed.
7. Band Mis-adjusted. 7. Adjust rear band.
8. Valve Body Check Balls Missing. 8. Inspect valve body for proper check ball
installation.
9. Axle Pinion Flange Loose. 9. Replace nut and check pinion threads
before installing new nut. Replace pinion
gear if threads are damaged.
10. Clutch, band or planetary
component damaged.
10. Remove, disassemble and repair
transmission as necessary.
11. Converter Clutch Faulty. 11. Replace converter and flush cooler and
line before installing new converter.
DELAYED ENGAGEMENT
(FROM NEUTRAL TO
DRIVE OR REVERSE)
1. Fluid Level Low. 1. Correct level and check for leaks.
2. Filter Clogged. 2. Change filter.
3. Gearshift Linkage Mis-adjusted. 3. Adjust linkage and repair linkage if worn
or damaged.
4. Torque Converter Drain Back (Oil
drains from torque converter into
transmission sump).
4. If vehicle moves normally after 5
seconds after shifting into gear, no repair is
necessary. If longer, inspect pump bushing
for wear. Replace pump house.
5. Rear Band Mis-adjusted. 5. Adjust band.
6. Valve Body Filter Plugged. 6. Replace fluid and filter. If oil pan and old
fluid were full of clutch disc material and/or
metal particles, overhaul will be necessary.
7. Oil Pump Gears Worn/Damaged. 7. Remove transmission and replace oil
pump.
8. Governor Circuit and Solenoid
Valve Electrical Fault.
8. Test with DRB scan tool and repair as
required.
9. Hydraulic Pressure Incorrect. 9. Perform pressure test, remove
transmission and repair as needed.
10. Reaction Shaft Seal Rings
Worn/Broken.
10. Remove transmission, remove oil pump
and replace seal rings.
11. Rear Clutch/Input Shaft, Rear
Clutch Seal Rings Damaged.
11. Remove and disassemble transmission
and repair as necessary.
12. Regulator Valve Stuck. 12. Clean.
13. Cooler Plugged. 13. Transfer case failure can plug cooler.
NO DRIVE RANGE
(REVERSE OK)
1. Fluid Level Low. 1. Add fluid and check for leaks if drive is
restored.
2. Gearshift Linkage/Cable
Loose/Misadjusted.
2. Repair or replace linkage components.
3. Rear Clutch Burnt. 3. Remove and disassemble transmission
and rear clutch and seals. Repair/replace
worn or damaged parts as needed.
4. Valve Body Malfunction. 4. Remove and disassemble valve body.
Replace assembly if any valves or bores
are damaged.
5. Transmission Overrunning Clutch
Broken.
5. Remove and disassemble transmission.
Replace overrunning clutch.
6. Input Shaft Seal Rings Worn/
Damaged.
Replace seal rings and any other worn or
damaged parts.
7. Front Planetary Failed Broken. 7. Remove and repair.
NO DRIVE OR REVERSE
(VEHICLE WILL NOT
MOVE)
1. Fluid Level Low. 1. Add fluid and check for leaks if drive is
restored.
Loose/Misadjusted.
2. Inspect, adjust and reassemble linkage
as needed. Replace worn/damaged parts.
3. U-Joint/Axle/Transfer Case
Broken.
3. Perform preliminary inspection procedure
for vehicle that will not move. Refer to
procedure in diagnosis section.
4. Filter Plugged. 4. Remove and disassemble transmission.
Repair or replace failed components as
needed. Replace filter. If filter and fluid
contained clutch material or metal particles,
an overhaul may be necessary. Perform
lube flow test. Flush oil. Replace cooler as
necessary.
5. Oil Pump Damaged. 5. Perform pressure test to confirm low
pressure. Replace pump body assembly if
necessary.
6. Valve Body Malfunctioned. 6. Check 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.
7. Transmission Internal Component
Damaged.
Repair or replace failed components as
needed.
8. Park Sprag not Releasing - Check
Stall Speed, Worn/Damaged/Stuck.
8. Remove, disassemble, repair.
9. Torque Converter Damage. 9. Inspect and replace as required.
SHIFTS DELAYED OR
ERRATIC (SHIFTS ALSO
HARSH AT TIMES)
1. Fluid Level Low/High. 1. Correct fluid level and check for leaks if
low.
2. Fluid Filter Clogged. 2. Replace filter. If filter and fluid contained
clutch material or metal particles, an
overhaul may be necessary. Perform lube
flow test.
3. Throttle Linkage Mis-adjusted. 3. Adjust linkage as described in service
section.
4. Throttle Linkage Binding. 4. Check cable for binding. Check for return
to closed throttle at transmission.
Mis-adjusted.
5. Adjust linkage/cable as described in
service section.
6. Clutch or Servo Failure. 6. Remove valve body and air test clutch,
and band servo operation. Disassemble
and repair transmission as needed.
7. Governor Circuit Electrical Fault. 7. Test using DRB scan tool and repair as
required.
8. Front Band Mis-adjusted. 8. Adjust band.
9. Pump Suction Passage Leak. 9. Check for excessive foam on dipstick
after normal driving. Check for loose pump
bolts, defective gasket. Replace pump
assembly if needed.
NO REVERSE (D RANGES
OK)
Mis-adjusted/Damaged.
1. Repair or replace linkage parts as
needed.
2. Park Sprag Sticking. 2. Replace overdrive annulus gear.
3. Rear Band Mis-adjusted/Worn. 3. Adjust band; replace.
4. Valve Body Malfunction. 4. Remove and service valve body. Replace
valve body if any valves or valve bores are
worn or damaged.
5. Rear Servo Malfunction. 5. Remove and disassemble transmission.
Replace worn/damaged servo parts as
necessary.
6. Direct Clutch in Overdrive Worn. 6. Disassemble overdrive. Replace worn or
damaged parts.
7. Front Clutch Burnt. 7. Remove and disassemble transmission.
Replace worn, damaged clutch parts as
required.
HAS FIRST/REVERSE
ONLY (NO 1-2 OR 2-3
UPSHIFT)
1. Governor Circuit Electrical Fault. 1. Test using DRB scan tool and repair as
required.
2. Valve Body Malfunction. 2. Repair stuck 1-2 shift valve or governor
plug.
3. Front Servo/Kickdown Band
Damaged/Burned.
3. Repair/replace.
MOVES IN 2ND OR 3RD
GEAR, ABRUPTLY
DOWNSHIFTS TO LOW
1. Valve Body Malfunction. 1. Remove, clean and inspect. Look for
stuck 1-2 valve or governor plug.
NO LOW GEAR (MOVES
IN 2ND OR 3RD GEAR
ONLY)
1. Governor Circuit Electrical Fault. 1. Test with DRB scan tool and repair as
required.
2. Valve Body Malfunction. 2. Remove, clean and inspect. Look for
sticking 1-2 shift valve, 2-3 shift valve,
governor plug or broken springs.
3. Front Servo Piston Cocked in
Bore.
3. Inspect servo and repair as required.
4. Front Band Linkage Malfunction 4. Inspect linkage and look for bind in
linkage.
NO KICKDOWN OR
NORMAL DOWNSHIFT
1. Throttle Linkage Mis-adjusted. 1. Adjust linkage.
2. Accelerator Pedal Travel
Restricted.
2. Verify floor mat is not under pedal, repair
worn accelerator cable or bent brackets.
3. Valve Body Hydraulic Pressures
Too High or Too Low Due to Valve
Body Malfunction or Incorrect
Hydraulic Control Pressure
Adjustments.
3. Perform hydraulic pressure tests to
determine cause and repair as required.
Correct valve body pressure adjustments as
required.
4. Governor Circuit Electrical Fault. 4. Test with DRB scan tool and repair as
required.
5. Valve Body Malfunction. 5. Perform hydraulic pressure tests to
Correct valve body pressure adjustments as
required.
6. TPS Malfunction. 6. Replace sensor, check with DRB scan
tool.
7. PCM Malfunction. 7. Check with DRB scan tool and replace
if required.
8. Valve Body Malfunction. 8. Repair sticking 1-2, 2-3 shift valves,
governor plugs, 3-4 solenoid, 3-4 shift
valve, 3-4 timing valve.
STUCK IN LOW GEAR
(WILL NOT UPSHIFT)
1. Throttle Linkage Mis-adjusted/
Stuck.
1. Adjust linkage and repair linkage if worn
or damaged. Check for binding cable or
missing return spring.
2. Gearshift Linkage Mis-adjusted. 2. Adjust linkage and repair linkage if worn
or damaged.
3. Governor Component Electrical
Fault.
3. Check operating pressures and test with
DRB scan tool, repair faulty component.
4. Front Band Out of Adjustment. 4. Adjust Band.
5. Clutch or Servo Malfunction. 5. Air pressure check operation of clutches
and bands. Repair faulty component.
CREEPS IN NEUTRAL 1. Gearshift Linkage Mis-adjusted. 1. Adjust linkage.
2. Rear Clutch Dragging/Warped. 2. Disassemble and repair.
3. Valve Body Malfunction. 3. Perform hydraulic pressure test to
BUZZING NOISE 1. Fluid Level Low 1. Add fluid and check for leaks.
2. Shift Cable Mis-assembled. 2. Route cable away from engine and bell
housing.
3. Valve Body Mis-assembled. 3. Remove, disassemble, inspect valve
body. Reassemble correctly if necessary.
Replace assembly if valves or springs are
damaged. Check for loose bolts or screws.
4. Pump Passages Leaking. 4. Check pump for porous casting, scores
on mating surfaces and excess rotor
clearance. Repair as required. Loose pump
bolts.
5. Cooling System Cooler Plugged. 5. Flow check cooler circuit. Repair as
needed.
6. Overrunning Clutch Damaged. 6. Replace clutch.
SLIPS IN REVERSE ONLY 1. Fluid Level Low. 1. Add fluid and check for leaks.
2. Gearshift Linkage Mis-adjusted. 2. Adjust linkage.
4. Rear Band Worn. 4. Replace as required.
5. Overdrive Direct Clutch Worn. 5. Disassemble overdrive. Repair as
needed.
6. Hydraulic Pressure Too Low. 6. Perform hydraulic pressure tests to
determine cause.
7. Rear Servo Leaking. 7. Air pressure check clutch-servo operation
and repair as required.
8. Band Linkage Binding. 8. Inspect and repair as required.
SLIPS IN FORWARD
DRIVE RANGES
1. Fluid Level Low. 1. Add fluid and check for leaks.
2. Fluid Foaming. 2. Check for high oil level, bad pump
gasket or seals, dirt between pump halves
and loose pump bolts. Replace pump if
necessary.
3. Throttle Linkage Mis-adjusted. 3. Adjust linkage.
4. Gearshift Linkage Mis-adjusted. 4. Adjust linkage.
5. Rear Clutch Worn. 5. Inspect and replace as needed.
6. Low Hydraulic Pressure Due to
Worn Pump, Incorrect Control
Pressure Adjustments, Valve Body
Warpage or Malfunction, Sticking,
Leaking Seal Rings, Clutch Seals
Leaking, Servo Leaks, Clogged Filter
or Cooler Lines.
6. Perform hydraulic and air pressure tests
to determine cause.
7. Rear Clutch Malfunction, Leaking
Seals or Worn Plates.
7. Air pressure check clutch-servo operation
and repair as required.
8. Overrunning Clutch Worn, Not
Holding (Slips in 1 Only).
8. Replace Clutch.
SLIPS IN LOW GEAR D
ONLY, BUT NOT IN
MANUAL 1 POSITION
Overrunning Clutch Faulty. Replace overrunning clutch.
GROWLING, GRATING OR
SCRAPING NOISES
1. Drive Plate Broken. 1. Replace.
2. Torque Converter Bolts Hitting
Dust Shield.
2. Dust shield bent. Replace or repair.
3. Planetary Gear Set Broken/
Seized.
3. Check for debris in oil pan and repair as
required.
4. Overrunning Clutch Worn/Broken. 4. Inspect and check for debris in oil pan.
Repair as required.
5. Oil Pump Components Scored/
Binding.
5. Remove, inspect and repair as required.
6. Output Shaft Bearing or Bushing
Damaged.
6. Remove, inspect and repair as required.
7. Clutch Operation Faulty. 7. Perform air pressure check and repair as
required.
8. Front and Rear Bands Mis-
adjusted.
8. Adjust bands.
DRAGS OR LOCKS UP 1. Fluid Level Low. 1. Check and adjust level.
2. Clutch Dragging/Failed 2. Air pressure check clutch operation and
repair as required.
3. Front or Rear Band Mis-adjusted. 3. Adjust bands.
4. Case Leaks Internally. 4. Check for leakage between passages in
case.
5. Servo Band or Linkage
Malfunction.
5. Air pressure check servo operation and
repair as required.
6. Overrunning Clutch Worn. 6. Remove and inspect clutch. Repair as
required.
7. Planetary Gears Broken. 7. Remove, inspect and repair as required
(look for debris in oil pan).
8. Converter Clutch Dragging. 8. Check for plugged cooler. Perform flow
check. Inspect pump for excessive side
clearance. Replace pump as required.
NO 4-3 DOWNSHIFT 1. Circuit Wiring and/or Connectors
Shorted.
1. Test wiring and connectors with test lamp
and volt/ohmmeter. Repair wiring as
necessary. Replace connectors and/or
harnesses as required.
2. PCM Malfunction. 2. Check PCM operation with DRB scan
tool. Replace PCM only if faulty.
3. TPS Malfunction 3. Check TPS with DRB scan tool at PCM.
4. Lockup Solenoid Not Venting. 4. Remove valve body and replace solenoid
assembly if plugged or shorted.
5. Overdrive Solenoid Not Venting. 5. Remove valve body and replace solenoid
if plugged or shorted.
6. Valve Body Valve Sticking. 6. Repair stuck 3-4 shift valve or lockup
timing valve.
NO 4-3 DOWNSHIFT
WHEN CONTROL SWITCH
IS TURNED OFF
1. Control Switch Open/Shorted. 1. Test and replace switch if faulty.
2. Overdrive Solenoid Connector
Shorted.
2. Test solenoids and replace if seized or
shorted.
3. PCM Malfunction. 3. Test with DRB scan tool. Replace PCM
if faulty.
4. Valve Body Stuck Valves. 4. Repair stuck 3-4, lockup or lockup timing
valve.
CLUNK NOISE FROM
DRIVELINE ON CLOSED
THROTTLE 4-3
DOWNSHIFT
1. Transmission Fluid Low. 1. Add Fluid.
2. Throttle Cable Mis-adjusted. 2. Adjust cable.
3. Overdrive Clutch Select Spacer
Wrong Spacer.
3. Replace overdrive piston thrust plate
spacer.
3-4 UPSHIFT OCCURS
IMMEDIATELY AFTER 2-3
SHIFT
1. Overdrive Solenoid Connector or
Wiring Shorted.
1. Test connector and wiring for loose
connections, shorts or ground and repair as
needed.
2. TPS Malfunction. 2. Test TPS and replace as necessary.
Check with DRB scan tool.
3. PCM Malfunction. 3. Test PCM with DRB scan tool and
replace controller if faulty.
4. Overdrive Solenoid Malfunction. 4. Replace solenoid.
5. Valve Body Malfunction. 5. Remove, disassemble, clean and inspect
valve body components. Make sure all
valves and plugs slide freely in bores.
Polish valves with crocus cloth if needed.
WHINE/NOISE RELATED
TO ENGINE SPEED
2. Shift Cable Incorrect Routing. 2. Check shift cable for correct routing.
Should not touch engine or bell housing.
NO 3-4 UPSHIFT 1. O/D Switch In OFF Position. 1. Turn control switch to ON position.
2. Overdrive Circuit Fuse Blown. 2. Replace fuse. Determine why fuse failed
and repair as necessary (i.e., shorts or
grounds in circuit).
3. O/D Switch Wire Shorted/Open
Cut.
3. Check wires/connections with 12V test
lamp and voltmeter. Repair damaged or
loose wire/connection as necessary.
4. Distance or Coolant Sensor
Malfunction.
4. Check with DRB scan tool and repair or
replace as necessary.
5. TPS Malfunction. 5. Check with DRB scan tool and replace
if necessary.
6. Neutral Sense to PCM Wire
Shorted/Cut.
6. Test switch/sensor as described in
service section and replace if necessary.
Engine no start.
7. PCM Malfunction. 7. Check with DRB scan tool and replace
if necessary.
8. Overdrive Solenoid Shorted/Open. 8. Replace solenoid if shorted or open and
repair loose or damaged wires (DRB scan
tool).
9. Solenoid Feed Orifice in Valve
Body Blocked.
9. Remove, disassemble, and clean valve
body thoroughly. Check feed orifice.
10. Overdrive Clutch Failed. 10. Disassemble overdrive and repair as
needed.
11. Hydraulic Pressure Low. 11. Pressure test transmission to determine
cause.
12. Valve Body Valve Stuck. 12. Repair stuck 3-4 shift valve, 3-4 timing
valve.
13. O/D Piston Incorrect Spacer. 13. Remove unit, check end play and install
correct spacer.
14. Overdrive Piston Seal Failure. 14. Replace both seals.
15. O/D Check Valve/Orifice Failed. 15. Check for free movement and secure
assembly (in piston retainer). Check ball
bleed orifice.
SLIPS IN OVERDRIVE
FOURTH GEAR
2. Overdrive Clutch Pack Worn. 2. Remove overdrive unit and rebuild clutch
pack.
3. Overdrive Piston Retainer Bleed
Orifice Blown Out.
3. Disassemble transmission, remove
retainer and replace orifice.
4. Overdrive Piston or Seal
Malfunction.
4. Remove overdrive unit. Replace seals if
worn. Replace piston if damaged. If piston
retainer is damaged, remove and
disassemble the transmission.
5. 3-4 Shift Valve, Timing Valve or
Accumulator Malfunction.
5. Remove and overhaul valve body.
Replace accumulator seals. Make sure all
valves operate freely in bores and do not
bind or stick. Make sure valve body screws
are correctly tightened and separator plates
are properly positioned.
6. Overdrive Unit Thrust Bearing
Failure.
6. Disassemble overdrive unit and replace
thrust bearing (NO. 1 thrust bearing is
between overdrive piston and clutch hub;
NO. 2 thrust bearing is between the
planetary gear and the direct clutch spring
plate; NO. 3 thrust bearing is between
overrunning clutch hub and output shaft).
7. O/D Check Valve/Bleed Orifice
Failure.
7. Check for function/secure orifice insert in
O/D piston retainer.
DELAYED 3-4 UPSHIFT
(SLOW TO ENGAGE)
2. Throttle Valve Cable Mis-adjusted. 2. Adjust throttle valve cable.
3. Overdrive Clutch Pack Worn/
Burnt.
3. Remove unit and rebuild clutch pack.
4. TPS Faulty. 4. Test with DRB scan tool and replace as
necessary
5. Overdrive Clutch Bleed Orifice
Plugged.
5. Disassemble transmission and replace
orifice.
6. Overdrive Solenoid or Wiring
Shorted/Open.
6. Test solenoid and check wiring for
loose/corroded connections or shorts/
grounds. Replace solenoid if faulty and
repair wiring if necessary.
7. Overdrive Excess Clearance. 7. Remove unit. Measure end play and
select proper spacer.
8. O/D Check Valve Missing or
Stuck.
8. Check for presence of check valve.
Repair or replace as required.
TORQUE CONVERTER
LOCKS UP IN SECOND
AND/OR THIRD GEAR
Lockup Solenoid, Relay or Wiring
Shorted/Open.
Test solenoid, relay and wiring for
continuity, shorts or grounds. Replace
solenoid and relay if faulty. Repair wiring
and connectors as necessary.
HARSH 1-2, 2-3, 3-4 OR
3-2 SHIFTS
Lockup Solenoid Malfunction. Remove valve body and replace solenoid
assembly.
NO START IN PARK OR
NEUTRAL
Mis-adjusted.
1. Adjust linkage/cable.
2. Neutral Sense Wire Open/Cut. 2. Check continuity with test lamp. Repair
as required.
3. Park/Neutral Switch, or
Transmission Range Sensor Faulty.
3. Refer to service section for test and
replacement procedure.
Transmission Range Sensor
Connection Faulty.
4. Connectors spread open. Repair.
5. Valve Body Manual Lever
Assembly Bent/Worn/Broken.
5. Inspect lever assembly and replace if
damaged.
NO REVERSE (OR SLIPS
IN REVERSE)
1. Direct Clutch Pack (front clutch)
Worn.
1. Disassemble unit and rebuild clutch
pack.
3. Front Clutch Malfunctioned/
Burned.
3. Air-pressure test clutch operation.
Remove and rebuild if necessary.
4. Overdrive Thrust Bearing Failure. 4. Disassemble geartrain and replace
bearings.
5. Direct Clutch Spring Collapsed/
Broken.
5. Remove and disassemble unit. Check
clutch position and replace spring.
OIL LEAKS. 1. Fluid Lines and Fittings Loose/
Leaks/Damaged.
1. Tighten fittings. If leaks persist, replace
fittings and lines if necessary.
2. Fill Tube (where tube enters case)
Leaks/Damaged.
2. Replace tube seal. Inspect tube for
cracks in fill tube.
3. Pressure Port Plug Loose
Loose/Damaged.
3. Tighten to correct torque. Replace plug
or reseal if leak persists.
4. Pan Gasket Leaks. 4. Tighten pan screws (150 in. lbs.). If leaks
persist, replace gasket.
5. Valve Body Manual Lever Shaft
Seal Leaks/Worn.
5. Replace shaft seal.
6. Rear Bearing Access Plate Leaks. 6. Replace gasket. Tighten screws.
7. Gasket Damaged or Bolts are
Loose.
7. Replace bolts or gasket or tighten both.
8. Adapter/Extension Gasket
Damaged Leaks/Damaged.
8. Replace gasket.
Transmission Range Sensor
Leaks/Damaged.
9. Replace switch and gasket.
10. Converter Housing Area Leaks. 10. Check for leaks at seal caused by worn
seal or burr on converter hub (cutting seal),
worn bushing, missing oil return, oil in front
pump housing or hole plugged. Check for
leaks past O-ring seal on pump or past
pump-to-case bolts; pump housing porous,
oil coming out vent due to overfill or leak
past front band shaft access plug.
11. Pump Seal Leaks/Worn/
Damaged.
11. Replace seal.
12. Torque Converter Weld
Leak/Cracked Hub.
12. Replace converter.
13. Case Porosity Leaks. 13. Replace case.
NOISY OPERATION IN
FOURTH GEAR ONLY
1. Overdrive Clutch Discs, Plates or
Snap Rings Damaged.
1. Remove unit and rebuild clutch pack.
2. Overdrive Piston or Planetary
Thrust Bearing Damaged.
2. Remove and disassemble unit. Replace
either thrust bearing if damaged.
3. Output Shaft Bearings Scored/
Damaged.
3. Remove and disassemble unit. Replace
either bearing if damaged.
4. Planetary Gears Worn/Chipped. 4. Remove and overhaul overdrive unit.
5. Overdrive Unit Overrunning Clutch
Rollers Worn/Scored.
5. Remove and overhaul overdrive unit.
STANDARD PROCEDURE - ALUMINUM
THREAD REPAIR
Damaged or worn threads i n the al umi num trans-
mi ssi on case and val ve body can be repai red by the
use of Hel i -Coi l s , or equi val ent. Thi s repai r con-
si sts of dri l l i ng out the worn-out damaged threads.
Then tap the hol e wi th a speci al Hel i -Coi l tap, or
equi val ent, and i nstal l i ng a Hel i -Coi l i nsert, or
equi val ent, i nto the hol e. Thi s bri ngs the hol e back to
i ts ori gi nal thread si ze.
Hel i -Coi l , or equi val ent, tool s and i nserts are
readi l y avai l abl e from most automoti ve parts suppl i -
ers.
REMOVAL
NOTE: The overdrive unit can be removed and ser-
viced separately. It is not necessary to remove the
entire transmission assembly to perform overdrive
unit repairs.
(1) Di sconnect battery negati ve cabl e.
(2) Rai se vehi cl e.
(3) Remove the transfer case ski d pl ate (Fi g. 12), i f
equi pped.
(4) Di sconnect and l ower or remove necessary
exhaust components.
(5) Remove engi ne-to-transmi ssi on struts.
(6) Remove starter motor. (Refer to 8 - ELECTRI -
CAL/STARTI NG/STARTER MOTOR - REMOVAL)
(7) Di sconnect and remove the crankshaft posi ti on
sensor. (Refer to 14 - FUEL SYSTEM/FUEL I NJEC-
TI ON/CRANKSHAFT POSI TI ON SENSOR -
REMOVAL) Retai n the sensor attachi ng bol ts.
(8) I f transmi ssi on i s bei ng removed for overhaul ,
remove transmi ssi on oi l pan, drai n fl ui d and rei nstal l
pan.
(9) Remove torque converter access cover.
(10) Rotate crankshaft i n cl ockwi se di recti on unti l
converter bol ts are accessi bl e. Then remove bol ts one
at a ti me. Rotate crankshaft wi th socket wrench on
dampener bol t.
(11) Mark propel l er shaft and axl e yokes for
assembl y al i gnment. Then di sconnect and remove
propel l er shaft. On 4 x 4 model s, remove both propel -
l er shafts. (Refer to 3 - DI FFERENTI AL & DRI V-
ELI NE/PROPELLER SHAFT/PROPELLER SHAFT -
REMOVAL)
(12) Di sconnect wi res from the transmi ssi on range
sensor and transmi ssi on sol enoi d connector.
(13) Di sconnect gearshi ft cabl e (Fi g. 13) from the
transmi ssi on.
Fig. 12 Transfer Case Skid Plate
1 - FRAME RAIL
2 - SKID PLATE
3 - BOLTS (6)
Fig. 13 Gearshift Cable At Transmission
1 - GEARSHIFT CABLE
2 - TRANSMISSION MANUAL LEVER
3 - CABLE SUPPORT BRACKET
(14) Di sconnect throttl e val ve cabl e from transmi s-
si on bracket and throttl e val ve l ever.
(15) On 4X4 model s, di sconnect shi ft rod from
transfer case shi ft l ever.
(16) Support rear of engi ne wi th safety stand or
jack.
(17) Rai se transmi ssi on sl i ghtl y wi th servi ce jack
to rel i eve l oad on crossmember and supports.
(18) Remove bol ts securi ng rear support and cush-
i on (Fi g. 14) and (Fi g. 15) to transmi ssi on and cross-
member and remove rear support.
(19) Remove bol ts attachi ng crossmember to frame
and remove crossmember.
(20) On 4X4 model s, remove transfer case wi th
transmi ssi on jack or ai d of hel per.
(21) Di sconnect fl ui d cool er l i nes at transmi ssi on.
(22) Remove fi l l tube bracket bol ts and pul l tube
out of transmi ssi on. Retai n fi l l tube seal . On 4X4
model s, i t wi l l al so be necessary to remove bol t
attachi ng transfer case vent tube to converter hous-
i ng (Fi g. 16).
(23) Remove al l converter housi ng bol ts.
(24) Careful l y work transmi ssi on and torque con-
verter assembl y rearward off engi ne bl ock dowel s.
(25) Lower transmi ssi on and remove assembl y
from under the vehi cl e.
(26) To remove torque converter, remove C-cl amp
from edge of bel l housi ng and careful l y sl i de torque
converter out of the transmi ssi on.
Fig. 14 Engine Rear Mount - 4X2 Automatic
Transmission
1 - ENGINE REAR MOUNT
2 - BOLT
3 - NUT
4 - THROUGH BOLT NUT
5 - TRANSMISSION
Fig. 15 Engine Rear Mount - 4X4 Automatic
Transmission
1 - TRANSMISSION
2 - ENGINE REAR MOUNT
3 - BOLT
Fig. 16 Fill Tube Attachment
1 - TRANSFER CASE VENT TUBE
2 - FILL TUBE (V8)
3 - TUBE SEAL
4 - FILL TUBE (V6)
DISASSEMBLY
(1) Cl ean exteri or of transmi ssi on wi th sui tabl e
sol vent or pressure washer.
(2) Pl ace transmi ssi on i n verti cal posi ti on.
(3) Measure the i nput shaft end pl ay as fol l ows
(Fi g. 17).
(a) Attach Adapter 8266-5 to Handl e 8266-8.
(b) Attach di al i ndi cator C-3339 to Handl e
8266-8.
(c) I nstal l the assembl ed tool onto the i nput
shaft of the transmi ssi on and ti ghten the retai ni ng
screw on Adapter 8266-5 to secure i t to the i nput
shaft.
(d) Posi ti on the di al i ndi cator pl unger agai nst a
fl at spot on the oi l pump and zero the di al i ndi ca-
tor.
(e) Move i nput shaft i n and out and record read-
i ng. Record the maxi mum travel for assembl y ref-
erence
(4) Remove the overdri ve uni t from the mai n
transmi ssi on case. I f overdri ve uni t i s not to be ser-
vi ced, i nstal l Al i gnment Shaft 6227-2 i nto the over-
dri ve uni t to prevent mi sal i gnment of the overdri ve
cl utches duri ng servi ce of mai n transmi ssi on compo-
nents.
(5) Remove throttl e and shi ft l evers from val ve
body manual shaft and throttl e l ever shaft.
(6) Remove transmi ssi on oi l pan and gasket.
(7) Remove fi l ter from val ve body (Fi g. 18). Keep
fi l ter screws separate from other val ve body screws.
Fi l ter screws are l onger and shoul d be kept wi th fi l -
ter.
(8) Remove the transmi ssi on range sensor.
(9) Remove hex head bol ts attachi ng val ve body to
transmi ssi on case (Fi g. 19). A total of 10 bol ts are
used. Note di fferent bol t l engths for assembl y refer-
ence.
Fig. 19 Valve Body Bolt Locations
1 - VALVE BODY BOLTS
2 - VALVE BODY BOLTS
Fig. 17 Checking Input Shaft End Play
1 - TOOL 8266-8
2 - TOOL 8266-5
3 - TOOL C-3339
Fig. 18 Oil Filter Removal
1 - OIL FILTER
2 - VALVE BODY
3 - FILTER SCREWS (2)
(10) Remove val ve body assembl y. Push val ve body
harness connector out of case. Then work park rod
and val ve body out of case (Fi g. 20).
(11) Remove accumul ator outer spri ng, pi ston and
i nner spri ng (Fi g. 21). Note posi ti on of pi ston and
spri ngs for assembl y reference. Remove and di scard
pi ston seal s i f worn or cut.
(12) Remove pump oi l seal wi th sui tabl e pry tool
or sl i de-hammer mounted screw.
(13) Remove front band l ever pi n access pl ug (Fi g.
22). Use square end of 1/4 i n. dri ve extensi on to
remove pl ug as shown.
(14) Remove oi l pump and reacti on shaft support
assembl y as fol l ows:
(a) Ti ghten front band adjusti ng screw unti l
band i s ti ght around front cl utch retai ner (Fi g. 23).
Thi s wi l l prevent retai ner from comi ng out wi th
pump and possi bl y damagi ng cl utch or pump com-
ponents.
Fig. 23 Tightening Front Band To Hold Front Clutch
In Place
1 - LOCK-NUT
2 - FRONT BAND ADJUSTER
Fig. 20 Valve Body Removal
1 - GOVERNOR PRESSURE SENSOR
2 - VALVE BODY
3 - PARK ROD
4 - ACCUMULATOR PISTON
5 - GOVERNOR PRESSURE SOLENOID
Fig. 21 Accumulator Component Removal
2 - OUTER SPRING
3 - INNER SPRING
Fig. 22 Front Band Lever Pin Access Plug
1 - FRONT BAND REACTION PIN ACCESS PLUG
2 - 1/4 DRIVE EXTENSION AND RATCHET
(b) Remove oi l pump bol ts.
(c) Thread Sl i de Hammer Tool s C-3752 i nto
threaded hol es i n fl ange of oi l pump housi ng (Fi g.
24).
(d) Remove oi l pump and reacti on shaft support
by bumpi ng sl i de hammers outward al ternatel y to
pul l pump from case (Fi g. 25).
(15) Remove oi l pump gasket (Fi g. 26). Note gas-
ket posi ti on i n case for assembl y reference.
(16) Loosen front band adjusti ng screw unti l band
i s compl etel y l oose.
(17) Remove front band strut and anchor (Fi g. 27).
Fig. 24 Oil Pump Removal Tools
1 - PUMP HOUSING
2 - SLIDE HAMMER TOOLS (THREAD INTO PUMP HOUSING)
Fig. 25 Oil Pump Removal
1 - OIL PUMP AND REACTION SHAFT SUPPORT
Fig. 26 Oil Pump Gasket
1 - OIL PUMP GASKET
Fig. 27 Front Band Linkage
1 - LEVER
2 - STRUT
3 - ANCHOR
4 - FRONT BAND
(18) Squeeze front band together sl i ghtl y and sl i de
band over front cl utch retai ner and out of case (Fi g.
28).
(19) Remove front and rear cl utch assembl i es as a
uni t (Fi g. 29).
(20) Remove front band reacti on pi n and l ever.
Start pi n through l ever and out of case bore wi th
dri ft or punch. Then use penci l magnet to wi thdraw
pi n compl etel y (Fi g. 30).
(21) Remove i ntermedi ate shaft thrust washer. Tri -
angul ar shaped washer wi l l ei ther be on shaft pi l ot
hub or i n rear cl utch retai ner (Fi g. 31).
Fig. 29 Removing Front/Rear Clutch Assemblies
1 - FRONT AND REAR CLUTCH ASSEMBLIES
Fig. 30 Front Band Lever And Pin
1 - BAND LEVER
2 - USE PENCIL MAGNET TO REMOVE REACTION PIN
Fig. 31 Intermediate Shaft Thrust Washer
1 - THRUST WASHER
2 - INTERMEDIATE SHAFT PILOT HUB
Fig. 28 Front Band Removal
1 - FRONT BAND
2 - FRONT CLUTCH RETAINER
(22) Remove thrust pl ate from i ntermedi ate shaft
hub (Fi g. 32).
(23) Remove i ntermedi ate shaft-pl anetary
geartrai n assembl y (Fi g. 33).
(24) Loosen rear band l ocknut and l oosen adjust-
i ng screw 3-4 turns.
(25) Remove snap-ri ng that retai ns l ow-reverse
drum on overdri ve pi ston retai ner hub (Fi g. 34).
(26) Sl i de l ow-reverse drum and thrust washer off
pi ston retai ner hub and out of rear band (Fi g. 35).
Fig. 35 Low-Reverse Drum And Thrust Washer
1 - LOW-REVERSE DRUM
2 - SPOTFACE FOR WASHER
3 - THRUST WASHER
Fig. 32 Intermediate Shaft Thrust Plate
1 - SHAFT THRUST PLATE
Fig. 33 Intermediate Shaft And Planetary Geartrain
1 - INTERMEDIATE SHAFT AND PLANETARY GEAR TRAIN
ASSEMBLY
Fig. 34 Low-Reverse Drum Snap-Ring
2 - TABBED WASHER
3 - SNAP-RING
(27) Note that overrunni ng cl utch race wi l l remai n
on spl i nes of l ow-reverse drum after removal (Fi g.
36). The race is a permanent press fit on the
hub splines. Do not attempt to remove the race.
(28) Remove overrunni ng cl utch assembl y (Fi g.
37). Assembl y can be removed wi thout di spl aci ng
rol l ers and spri ngs i f care i s exerci sed. Note posi ti on
of rol l ers and spri ngs for assembl y reference.
(29) Remove rear band adjusti ng l ever and reac-
ti on pi n.
(30) Remove rear band.
(31) Compress front servo rod gui de wi th l arge
C-cl amp and Tool C-4470, or Compressor Tool
C-3422-B (Fi g. 38). Compress gui de onl y enough to
permi t snap-ri ng removal (about 1/8 i n.).
(32) Remove servo pi ston snap-ri ng (Fi g. 38).
Unseat one end of ri ng. Then careful l y work removal
tool around back of ri ng unti l free of ri ng groove.
Exercise caution when removing snap-ring.
Servo bore can be scratched or nicked if care is
not exercised.
Fig. 38 Front Servo Retaining Snap-Ring
1 - C-CLAMP
2 - FRONT SERVO ROD GUIDE
3 - SNAP-RING
4 - TOOL C-4470
Fig. 36 Overrunning Clutch Race Position On
Low-Reverse Drum
1 - OVERRUNNING CLUTCH RACE
Fig. 37 Overrunning Clutch
1 - CLUTCH CAM
2 - OVERRUNNING CLUTCH ASSEMBLY
(33) Remove tool s and remove servo pi ston and
spri ng.
(34) Compress rear servo pi ston wi th C-cl amp and
Tool C-4470, or Val ve Spri ng Compressor C-3422-B
(Fi g. 39). Compress servo spri ng retai ner onl y
enough to permi t snap-ri ng removal .
(35) Remove servo pi ston snap-ri ng (Fi g. 39). Start
one end of ri ng out of bore. Then careful l y work
removal tool around back of snap-ri ng unti l free of
ri ng groove. Exercise caution when removing
snap-ring. Servo bore can be scratched or
nicked if care is not exercised.
(36) Remove tool s and remove rear servo retai ner,
spri ng and pi ston assembl y.
CLEANING
Cl ean the case i n a sol vent tank. Fl ush the case
bores and fl ui d passages thoroughl y wi th sol vent.
Dry the case and al l fl ui d passages wi th compressed
ai r. Be sure al l sol vent i s removed from the case and
that al l fl ui d passages are cl ear.
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.
Lubri cate transmi ssi on parts wi th Mopar ATF +4,
Automati c Transmi ssi on fl ui d, duri ng overhaul and
assembl y. Use petrol eum jel l y to prel ubri cate seal s,
O-ri ngs, and thrust washers. Petrol eum jel l y can al so
be used to hol d parts i n pl ace duri ng reassembl y.
INSPECTION
I nspect the case for cracks, porous spots, worn
bores, or damaged threads. Damaged threads can be
repai red wi th Hel i coi l thread i nserts. However, the
case wi l l have to be repl aced i f i t exhi bi ts any type of
damage or wear.
Lubri cate the front band adjusti ng screw threads
wi th petrol eum jel l y and thread the screw part-way
i nto the case. Be sure the screw turns freel y.
I nspect the transmi ssi on bushi ngs duri ng overhaul .
Bushi ng condi ti on i s i mportant as worn, scored bush-
i ngs contri bute to l ow pressures, cl utch sl i p and
accel erated wear of other components. However, do
not repl ace bushi ngs as a matter of course. Repl ace
bushi ngs onl y when they are actual l y worn, or
scored.
The use of crocus cl oth i s permi ssi bl e where neces-
sary, provi di ng i t i s used careful l y. When used on
shafts, or val ves, use extreme care to avoi d roundi ng
off sharp edges. Sharp edges are vi tal as they pre-
vent forei gn matter from getti ng between the val ve
and val ve bore.
Do not reuse oi l seal s, gaskets, seal ri ngs, or
O-ri ngs duri ng overhaul . Repl ace these parts as a
matter of course. Al so do not reuse snap ri ngs or
E-cl i ps that are bent or di storted. Repl ace these parts
as wel l .
ASSEMBLY
Do not al l ow di rt, grease, or forei gn materi al to
enter the case or transmi ssi on components duri ng
assembl y. Keep the transmi ssi on case and compo-
nents cl ean. Al so make sure the tool s and workbench
area used for reassembl y operati ons are equal l y
cl ean.
Shop towel s used for wi pi ng off tool s and your
hands must be made from lint free materi al s. Li nt
wi l l sti ck to transmi ssi on parts and coul d i nterfere
wi th val ve operati on or even restri ct fl ui d passages.
Lubri cate transmi ssi on cl utch and gear compo-
nents wi th Mopar ATF +4 duri ng reassembl y. Soak
cl utch di scs i n transmi ssi on fl ui d before i nstal l ati on.
Use petrol eum jel l y on pi ston seal s and o-ri ngs to
ease i nstal l ati on. Petrol eum jel l y can al so be used to
l ubri cate and hol d thrust washers and pl ates i n posi -
ti on duri ng assembl y.
Do not use chassis grease, bearing grease,
white grease, or similar lubricants on any part.
These types of l ubri cants can eventual l y bl ock or
restri ct fl ui d passages and val ve operati on. Use
petrol eum jel l y onl y.
Do not force parts i nto pl ace. The transmi ssi on
components and sub-assembl i es are easi l y i nstal l ed
by hand when properl y al i gned. I f a part seems di f-
fi cul t to i nstal l , i t i s ei ther mi sal i gned or i ncorrectl y
Fig. 39 Rear Servo Retaining Snap-Ring
1 - TOOL C-4470
2 - C-CLAMP
3 - REAR SERVO SPRING RETAINER
4 - RETAINER SNAP-RING
assembl ed. Veri fy that thrust washers, thrust pl ates
and seal ri ngs are correctl y posi ti oned.
The pl anetary geartrai n, front/rear cl utch assem-
bl i es and oi l pump are al l much easi er to i nstal l
when the transmi ssi on case i s upri ght. Ei ther ti l t the
case upward wi th wood bl ocks, or cut a hol e i n the
bench l arge enough for the i ntermedi ate shaft and
rear support. Then l ower the shaft and support i nto
the hol e and support the rear of the case di rectl y on
the bench.
FRONT/REAR SERVO
(1) Lubri cate rear servo pi ston seal wi th ATF +4.
Lubri cate servo bore i n case wi th ATF +4.
(2) I nstal l rear servo pi ston i n case. Posi ti on pi ston
at sl i ght angl e to bore and i nsert pi ston wi th twi sti ng
moti on (Fi g. 40).
(3) I nstal l rear servo spri ng and retai ner i n case
bore (Fi g. 41). Be sure spri ng i s seated on pi ston.
(4) Compress rear servo pi ston wi th C-cl amp or
Val ve Spri ng Compressor C-3422-B and i nstal l servo
pi ston snap-ri ng (Fi g. 42).
(5) Lubri cate front servo pi ston components and
servo bore i n case wi th transmi ssi on fl ui d.
(6) I nstal l front servo pi ston i n bore. Careful l y
run smal l , sui tabl e tool around pi ston ri ng to press
i t back i nto groove and ease i nstal l ati on (Fi g. 43).
Rotate pi ston i nto bore at same ti me. Rock pi ston
sl i ghtl y to ease pi ston ri ng past snap-ri ng groove and
i nto bore.
Fig. 40 Rear Servo Piston
1 - REAR SERVO PISTON
Fig. 41 Rear Servo Piston Spring And Retainer
1 - PISTON SPRING
2 - REAR SERVO PISTON
3 - SPRING RETAINER
Fig. 42 Rear Servo Snap Ring
1 - TOOL C-4470
2 - C-CLAMP
3 - REAR SERVO SPRING RETAINER
4 - RETAINER SNAP-RING
(7) Bottom front servo pi ston i n bore and i nstal l
servo spri ng.
(8) I nstal l front servo pi ston rod gui de as fol l ows:
(a) Pl ace Tool SP-5560 (or si mi l ar si ze tool ) on
gui de and posi ti on C-cl amp on tool and case (Fi g.
44).
(b) Sl owl y compress rod gui de whi l e si mul ta-
neousl y easi ng seal ri ng i nto bore wi th sui tabl e
tool .
(9) I nstal l rod gui de snap-ri ng (Fi g. 44).
OVERRUNNING CLUTCH, REAR BAND, AND
LOW-REVERSE DRUM
(1) I nstal l overrunni ng cl utch components i f not
yet i nstal l ed.
(2) Posi ti on rear band reacti on pi n and band i n
case. Be sure that the twi n l ugs on the band are
seated agai nst the reacti on pi n.
(3) I nstal l l ow-reverse drum. Sl i de drum through
rear band, onto pi ston retai ner hub and i nto engage-
ment wi th overrunni ng cl utch and race.
(4) I nstal l thrust washer i n l ow-reverse drum spot-
face (Fi g. 45). Use petrol eum jel l y to hol d washer i n
pl ace.
(5) I nstal l snap-ri ng that secures l ow-reverse drum
to pi ston retai ner hub (Fi g. 45).
(6) I nsert the rear band pi vot pi n part way i nto
the case.
(7) I nstal l rear band adjusti ng l ever and pi vot pi n.
Be sure l ever and the si ngl e l ug on the band are
al i gned and engaged before seati ng band pi vot pi n i n
case.
Fig. 43 Front Servo Piston
1 - USE SUITABLE TOOL TO HELP SEAT PISTON RING
2 - FRONT SERVO PISTON
Fig. 44 Front Servo Rod Guide And Snap Ring
1 - C-CLAMP
2 - ROD GUIDE
3 - SMALL SCREWDRIVER
4 - ROD GUIDE SNAP-RING
5 - TOOL SP-5560
Fig. 45 Low-Reverse Drum Snap Ring
2 - TABBED WASHER
3 - SNAP-RING
PLANETARY GEARTRAIN, FRONT/REAR CLUTCH,
AND FRONT BAND
(1) Remove Al i gnment Shaft 6227-2, i f i nstal l ed
previ ousl y.
(2) I nstal l assembl ed i ntermedi ate shaft and pl an-
etary geartrai n (Fi g. 46). Support shaft carefully
during installation. Do not allow shaft bearing/
bushing surfaces to become nicked or
scratched.
(3) Lubri cate i ntermedi ate shaft thrust pl ate wi th
petrol eum jel l y and i nstal l pl ate on shaft pi l ot hub
(Fi g. 47).
(4) Check i nput shaft front seal ri ngs, fi ber thrust
washer and rear seal ri ng (Fi g. 48). Be sure the ends
of rear seal ri ng are hooked together and di agonal
cut ends of front seal ri ngs are fi rml y seated agai nst
each other as shown. Lubri cate seal ri ngs wi th petro-
l eum jel l y after checki ng them.
(5) Assembl e front and rear cl utches (Fi g. 49).
Al i gn l ugs on front cl utch di scs. Mount front cl utch
on rear cl utch. Turn front cl utch retai ner back and
forth unti l front cl utch di scs are ful l y seated on rear
cl utch spl i ned hub.
Fig. 46 Intermediate Shaft And Planetary Geartrain
1 - INTERMEDIATE SHAFT AND PLANETARY GEAR TRAIN
ASSEMBLY
Fig. 47 Intermediate Shaft Thrust Plate
1 - SHAFT THRUST PLATE
Fig. 48 Input Shaft Seal Ring And Thrust Washer
1 - TORLON FRONT SEAL RINGS
2 - INPUT SHAFT
3 - REAR SEAL RING
4 - THRUST WASHER
(6) I nstal l i ntermedi ate shaft thrust washer i n hub
of rear cl utch retai ner (Fi g. 50). Use petrol eum jel l y
to hol d washer i n pl ace. Posi ti on washer so grooves
are faci ng outward. Washer only fits one way in
clutch retainer hub.
(7) Pl ace transmi ssi on case i n upri ght posi ti on, or
pl ace bl ocks under front end of transmi ssi on repai r
stand to ti l t case rearward. Thi s makes i t easi er to
i nstal l front/rear cl utch assembl y.
(8) Al i gn di scs i n rear cl utch. Then i nstal l and
engage assembl y i n front pl anetary and dri vi ng shel l
(Fi g. 51). Turn cl utch retai ners back and forth unti l
both cl utches are seated.
(9) Posi ti on front band l ever i n case and over servo
rod gui de. Then i nstal l front band l ever pi n i n case
and sl i de i t through l ever.
(10) Coat threads of front band pi n access pl ug
wi th seal er and i nstal l i t i n case. Ti ghten pl ug to 17
Nm (13 ft. l bs.) torque.
Fig. 50 Intermediate Shaft Thrust Washer
1 - BE SURE WASHER GROOVES FACE OUT AS SHOWN
2 - REAR CLUTCH RETAINER HUB
3 - SHAFT THRUST WASHER
Fig. 51 Front/Rear Clutch Assemblies
1 - FRONT AND REAR CLUTCH ASSEMBLIES
Fig. 49 Assembling Front And Rear Clutches
1 - FRONT CLUTCH ASSEMBLY
2 - REAR CLUTCH ASSEMBLY
3 - REAR CLUTCH SPLINED HUB
(11) Sl i de front band over front cl utch retai ner and
i nstal l front band strut and anchor (Fi g. 52).
(12) Ti ghten front band adjusti ng screw unti l band
i s ti ght on cl utch retai ner. Thi s wi l l hol d cl utches i n
pl ace whi l e oi l pump i s bei ng i nstal l ed. Verify that
front/rear clutch assembly is still properly
seated before tightening band.
OIL PUMP
(1) I nstal l oi l pump Pi l ot Studs C-3288-B i n case
(Fi g. 53).
(2) I nstal l new oi l pump gasket on pi l ot studs and
seat i t i n case. Be sure gasket i s properl y al i gned
wi th fl ui d passages i n case (Fi g. 53).
(3) Coat the reacti on shaft thrust washer wi th
petrol eum jel l y to hol d i t i n pl ace. Then i nstal l
washer over reacti on shaft hub and seat i t on pump
(Fi g. 54).
CAUTION: The thrust washer bore (I.D.), is cham-
fered on one side. Make sure the chamfered side is
installed so it faces the pump.
Fig. 53 Oil Pump Gasket And Pilot Studs
1 - OIL PUMP GASKET
2 - PILOT STUDS C-3288-B
Fig. 54 Front Clutch Thrust Washer Installation
1 - THRUST WASHER
2 - CHAMFERED SIDE OF WASHER BORE GOES TOWARD
PUMP
Fig. 55 Reaction Shaft Seal Ring And Thrust Washer
1 - SEAL RINGS
2 - REACTION SHAFT SUPPORT
3 - THRUST WASHER (FIBER)
Fig. 52 Front Band And Linkage
1 - LEVER
2 - STRUT
3 - ANCHOR
4 - FRONT BAND
(4) Check seal ri ngs on reacti on shaft support. Be
sure ri ngs are hooked together correctl y. Al so be sure
fi ber thrust washer i s i n posi ti on (Fi g. 55). Use extra
petrol eum jel l y to hol d washer i n pl ace i f necessary.
(5) Check the torque converter hub seal ri ng on
the reacti on shaft for damage. Al so check that the
seal ri ng rotates freel y i n the reacti on shaft groove.
Repl ace the seal i f necessary.
(6) Lubri cate oi l pump seal s wi th petrol eum
Mopar ATF +4.
(7) Mount oi l pump on pi l ot studs and sl i de pump
i nto case openi ng (Fi g. 56). Work pump into case
by hand. Do not use a mallet or similar tools to
seat pump.
(8) Remove pi l ot studs and i nstal l oi l pump bol ts.
Ti ghten pump bol ts al ternatel y and evenl y to ful l y
seat pump i n case. Then fi nal -ti ghten pump bol ts to
20 Nm (15 ft. l bs.) torque.
(9) Veri fy correct i nstal l ati on. Rotate i nput and
i ntermedi ate shafts and check for bi nd. I f bi nd exi sts,
components are ei ther mi s-assembl ed, or not seated.
Di sassembl e and correct as necessary before proceed-
i ng.
INPUT SHAFT END PLAY CHECK
NOTE: Overdrive unit must be installed in order to
correctly measure the input shaft end-play.
(1) Measure i nput shaft end pl ay (Fi g. 57).
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 Handl e 8266-8.
(b) Attach di al i ndi cator C-3339 to Handl e
8266-8.
(c) I nstal l the assembl ed tool onto the i nput
shaft of the transmi ssi on and ti ghten the retai ni ng
screw on Adapter 8266-5 to secure i t to the i nput
shaft.
(d) Posi ti on the di al i ndi cator pl unger agai nst a
fl at spot on the oi l pump and zero the di al i ndi ca-
tor.
(e) Move i nput shaft i n and out and record read-
i ng. End pl ay shoul d be 0.86 - 2.13 mm (0.034 -
0.084 i n.). Adjust as necessary.
ACCUMULATOR, VALVE BODY, OIL PAN, AND
TORQUE CONVERTER
(1) I nstal l accumul ator i nner spri ng, pi ston and
outer spri ng (Fi g. 58).
(2) Veri fy that the transmi ssi on range sensor has
not been i nstal l ed i n case. Val ve body can not be
i nstal l ed i f sensor i s i n posi ti on.
(3) I nstal l new val ve body manual shaft seal i n
case (Fi g. 59). Lubri cate seal l i p and manual shaft
wi th petrol eum jel l y. Start seal over shaft and i nto
case. Seat seal wi th 15/16 i nch, deep wel l socket.
(4) I nstal l val ve body as fol l ows:
Fig. 56 Oil Pump
1 - SEAT OIL PUMP IN CASE BY HAND
2 - REMOVE PILOT STUDS WHEN PUMP IS SEATED
Fig. 57 Checking Input Shaft End Play
1 - TOOL 8266-8
2 - TOOL 8266-5
3 - TOOL C-3339
(a) Start park rod i nto park pawl . I f rod wi l l not
sl i de past park pawl , pawl i s engaged i n park gear.
Rotate overdri ve output shaft wi th sui tabl e si ze 12
poi nt socket; thi s wi l l free pawl and al l ow rod to
engage.
(b) Al i gn and seat val ve body on case. Be sure
manual l ever shaft and overdri ve connector are
ful l y seated i n case.
(c) I nstal l and start al l val ve body attachi ng
bol ts by hand. Then ti ghten bol ts evenl y, i n a di ag-
onal pattern to 12 Nm (105 i n. l bs.) torque. Do
not overtighten valve body bolts. This could
result in distortion and cross leakage after
installation..
(5) I nstal l new fi l ter on val ve body. Ti ghten fi l ter
screws to 4 Nm (35 i n. l bs.).
CAUTION: If the condition of the transmission
before the overhaul procedure caused excessive
metallic or fiber contamination in the fluid, replace
the torque converter and reverse flush the cooler(s)
and cooler lines. Fluid contamination and transmis-
sion failure can result if not done.
(6) Move the transmi ssi on manual shaft l ever to
the manual LOW posi ti on.
(7) I nstal l the TRS mounti ng bracket i nto the
transmi ssi on case. Usi ng Adapter 8581 (Fi g. 60),
ti ghten the mounti ng bracket to 34 Nm (300 i n.l bs.).
(8) I nstal l the TRS (Fi g. 61) i nto the mounti ng
bracket wi th the wi ri ng connector faci ng the front of
the transmi ssi on.
Fig. 58 Accumulator Piston And Springs
2 - OUTER SPRING
3 - INNER SPRING
Fig. 59 Manual Lever Shaft Seal
1 - 15/16 SOCKET
2 - SEAL
Fig. 60 Tighten the TRS Mounting Bracket
1 - SOLENOID CASE CONNECTOR
2 - TRS MOUNTING BRACKET
3 - ADAPTER 8581
Fig. 61 Remove Transmission Range Sensor
3 - TRANSMISSION RANGE SENSOR
(9) I nstal l the two screws to hol d the TRS to the
mounti ng bracket. Ti ghten the screws to 5 Nm (45
i n.l bs.).
(10) Veri fy proper sensor operati on (Fi g. 62).
the PARK posi ti on.
(12) I nstal l torque converter. Use C-cl amp or metal
strap to hol d converter i n pl ace for i nstal l ati on.
BAND ADJUSTMENT AND FINAL
(1) Adjust front and rear bands as fol l ows:
(a) Loosen l ocknut on each band adjusti ng screw
4-5 turns.
(b) Ti ghten both adjusti ng screws to 8 Nm (72
i n. l bs.).
(c) Back off front band adjusti ng screw 1-3/4
turns.
(d) Back off rear band adjusti ng screw 3 turns.
(e) Hol d each adjusti ng screw i n posi ti on and
ti ghten l ocknut to 34 Nm (25 ft. l bs.) torque.
(2) I nstal l magnet i n oi l pan. Magnet seats on
smal l protrusi on at corner of pan.
(3) Posi ti on new oi l pan gasket on case and i nstal l
oi l pan. Ti ghten pan bol ts to 13.6 Nm (125 i n. l bs.).
(4) I nstal l throttl e val ve and shi ft sel ector l evers
on val ve body manual l ever shaft.
(5) Appl y smal l quanti ty of di el ectri c grease to ter-
mi nal pi ns of sol enoi d case connector and neutral
swi tch.
(6) Fi l l transmi ssi on wi th recommended fl ui d.
INSTALLATION
(1) Check torque converter hub i nner and outer
di ameters and hub dri ve notches for sharp edges
burrs, scratches, or ni cks. Pol i sh the hub and notches
wi th 320/400 gri t paper and crocus cl oth i f necessary.
The hub must be smooth to avoi d damagi ng pump
seal at i nstal l ati on.
(2) Lubri cate pocket i n the rear oi l pump seal l i p
wi th transmi ssi on fl ui d.
(3) Lubri cate converter pi l ot hub of the crankshaft
wi th a l i ght coati ng of Mopar Hi gh Temp Grease.
(4) Al i gn and i nstal l converter i n oi l pump.
(5) Careful l y i nsert converter i n oi l pump. Then
rotate converter back and forth unti l ful l y seated i n
pump gears.
(6) Check converter seati ng wi th steel scal e and
strai ghtedge (Fi g. 63). Surface of converter l ugs
shoul d be 19mm (0.75 i n.) to rear of strai ghtedge
when converter i s ful l y seated.
(7) Temporari l y secure converter wi th C-cl amp.
(8) Posi ti on transmi ssi on on jack and secure i t
wi th chai ns.
(9) Check condi ti on of converter dri vepl ate.
Repl ace the pl ate i f cracked, di storted or damaged.
Also be sure transmission dowel pins are seated
in engine block and protrude far enough to
hold transmission in alignment.
(10) Rai se transmi ssi on and al i gn converter wi th
dri ve pl ate and converter housi ng wi th engi ne bl ock.
(11) Move transmi ssi on forward. Then rai se, l ower
or ti l t transmi ssi on to al i gn converter housi ng wi th
engi ne bl ock dowel s.
(12) Careful l y work transmi ssi on forward and over
engi ne bl ock dowel s unti l converter hub i s seated i n
crankshaft.
Fig. 62 Transmission Range Sensor Operation
1 - NEUTRAL CONTACT
2 - MANUAL LEVER AND SENSOR PLUNGER IN REVERSE
POSITION
3 - PARK CONTACT
Fig. 63 Checking Converter Seating - Typical
1 - SCALE
2 - STRAIGHTEDGE
(13) I nstal l bol ts attachi ng converter housi ng to
engi ne.
(14) I nstal l rear support.
(15) I nstal l the rear transmi ssi on crossmember.
(16) Lower transmi ssi on onto crossmember and
i nstal l bol ts attachi ng transmi ssi on mount to cross-
member.
(17) Remove engi ne support fi xture.
(18) I nstal l the transfer case, i f equi pped.
(19) I nstal l crankshaft posi ti on sensor. (Refer to 14
- FUEL SYSTEM/FUEL I NJECTI ON/CRANKSHAFT
POSI TI ON SENSOR - I NSTALLATI ON)
(20) Connect gearshi ft cabl e (Fi g. 64) and throttl e
cabl e to transmi ssi on.
(21) Connect wi res to the transmi ssi on range sen-
sor and transmi ssi on sol enoi d connector. Be sure the
transmi ssi on harnesses are properl y routed.
CAUTION: It is essential that correct length bolts be
used to attach the converter to the driveplate. Bolts
that are too long will damage the clutch surface
inside the converter.
(22) I nstal l torque converter-to-dri vepl ate bol ts.
(23) I nstal l converter housi ng access cover.
(24) I nstal l starter motor and cool er l i ne bracket.
(Refer to 8 - ELECTRI CAL/STARTI NG/STARTER
MOTOR - I NSTALLATI ON)
(25) Connect cool er l i nes (Fi g. 65) to transmi ssi on.
(26) I nstal l transmi ssi on fi l l tube. I nstal l new seal
on tube before i nstal l ati on.
(27) I nstal l any exhaust components previ ousl y
removed.
(28) Al i gn and connect propel l er shaft. (Refer to 3 -
DI FFERENTI AL & DRI VELI NE/PROPELLER
SHAFT/PROPELLER SHAFT - I NSTALLATI ON)
(29) Adjust gearshi ft cabl e and throttl e val ve
cabl e, i f necessary.
(30) I nstal l the transfer case ski d pl ate, i f
equi pped.
(32) Fi l l transmi ssi on wi th Mopar ATF +4, Auto-
mati c Transmi ssi on fl ui d.
Fig. 64 Gearshift Cable At Transmission
1 - GEARSHIFT CABLE
2 - TRANSMISSION MANUAL LEVER
3 - CABLE SUPPORT BRACKET
Fig. 65 Transmission Cooler Lines
1 - TRANSMISSION
2 - RADIATOR
3 - COOLER LINES
SCHEMATICS AND DIAGRAMS
HYDRAULIC SCHEMATICS
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SPECIFICATIONS
TRANSMISSION
GENERAL
Component Metric Inch
Planetary end play 0.150-1.22
mm
0.006-0.048
in.
Input shaft end play 0.86-2.13
mm
0.034-0.084
in.
Clutch pack clearance/
Front.
2.5-4.09
mm
0.098-0.161
in.
Clutch pack clearance/
Rear.
0.635-0.914
mm
0.025-0.036
in.
Front clutch 5 discs
Rear clutch 4 discs
Overdrive clutch 5(STD) OR 6(Diesel HO)
discs
Direct clutch 23 Single Sided discs
Band adjustment from
72 in. lbs.
Front band Back off 1 3/4 turns
Rear band Back off 3 turns
Recommended fluid Mopar ATF +4
GEAR RATIOS
1ST GEAR 2.45:1
2ND GEAR 1.45:1
3RD GEAR 1.0:1
4TH GEAR 0.69:1
REVERSE 2.20:1
THRUST WASHER/SPACER/SNAP-RING DIMENSIONS
Component Metric Inch
Front clutch thrust washer (reaction shaft support hub) 1.55 mm 0.061 in.
2.15 mm 0.084 in.
2.59 mm 0.102 in.
Rear clutch thrust washer (clutch retainer) 1.55 mm 0.061 in.
Intermediate shaft thrust plate (shaft hub pilot) 1.5-1.6 mm 0.060-0.063 in.
Output shaft thrust washer (rear clutch hub) 1.3-1.4 mm 0.052-0.054 in.
1.75-1.8 mm 0.068-0.070 in.
2.1-2.2 mm 0.083-0.085 in.
Rear clutch pack snap-ring 1.5-1.6 mm 0.060-0.062 in.
1.9-1.95 mm 0.074-0.076 in.
Planetary geartrain snap-ring (at front of output shaft) 1.4-1.5 mm 0.055-0.059 in.
1.6-1.7 mm 0.062-0.066 in.
Overdrive piston thrust plate Thrust plate and
spacer are select fit.
Refer to size charts
and selection
procedures in
Overdrive Unit D&A
procedures
Intermediate shaft spacer
PRESSURE TEST
Overdrive clutch Fourth gear only Pressure should be 524-565 kPa (76-82 psi) with
closed throttle and increase to 965 kPa (140 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 Nm Ft. Lbs. In. Lbs.
Fitting, cooler line at trans 18 13 -
Bolt, torque convertor 47 35 -
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 13.6 - 120
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 25 -
Screw, transmision range sensor to mounting
bracket
5 - 45
SPECIAL TOOLS
RE TRANSMISSION
Pilot Studs C-3288-B
Oil Pressure Gauge - C-3292
Pressure Gauge - C-3293SP
Dial Indicator C-3339
Valve Spring Compressor C-3422-B
Adapter, Band Adjuster - C-3705
Puller/Slide Hammer, C-3752
Gauge, Throttle Setting - C-3763
Installer C-3860-A
Spring Compressor - C-3863-A
Handle C-4171
Dial Caliper - C-4962
Spring Compressor and Alignment Shaft - 6227
Gauge Bar - 6311
Gauge - 6312
Retainer - 6583
Installer - 8114
Socket, TRS Mounting Bracket - 8581
Installer, Seal - 9037
ACCUMULATOR
DESCRIPTION
The accumul ator (Fi g. 66) i s a hydraul i c devi ce
that has the sol e purpose of cushi oni ng the appl i ca-
ti on of a band or cl utch. The accumul ator consi sts of
a dual -l and pi ston and a spri ng l ocated i n a bore i n
the transmi ssi on case. The 3-4 accumul ator i s l ocated
i n a housi ng attached to the si de of the val ve body
(Fi g. 67).
OPERATION
Both the accumul ator and the 3-4 accumul ator
functi on the same. Li ne pressure i s di rected to the
smal l end of the pi ston when the transmi ssi on i s
pl aced i nto a DRI VE posi ti on (Fi g. 68), bottomi ng i t
agai nst the accumul ator pl ate. When the 1-2 upshi ft
occurs (Fi g. 69), l i ne pressure i s di rected to the l arge
end of the pi ston and then to the ki ckdown servo. As
the l i ne pressure reaches the accumul ator, the com-
bi nati on of spri ng pressure and l i ne pressure forces
the pi ston away from the accumul ator pl ate. Thi s
causes a bal anced pressure si tuati on, whi ch resul ts
i n a cushi oned band appl i cati on. After the ki ckdown
servo has become i mmovabl e, l i ne pressure wi l l fi n-
i sh pushi ng the accumul ator up i nto i ts bore. When
the l arge end of the accumul ator pi ston i s seated i n
i ts bore, the band or cl utch i s ful l y appl i ed.
NOTE: The accumulator is shown in the inverted
position for illustrative purposes.
Fig. 66 Accumulator
2 - PISTON SPRING
Fig. 67 3-4 Accumulator and Housing
2 - 3-4 ACCUMULATOR HOUSING
3 - TEFLON SEALS
4 - PISTON SPRING
5 - COVER PLATE AND SCREWS
Fig. 68 Accumulator in DRIVE - FIRST Gear Position
1 - LINE PRESSURE
INSPECTION
I nspect the accumul ator pi ston and seal ri ngs.
Repl ace the seal ri ngs i f worn or cut. Repl ace the pi s-
ton i f chi pped or cracked.
Check condi ti on of the accumul ator i nner and
outer spri ngs. Repl ace the spri ngs i f the coi l s are
cracked, di storted or col l apsed.
BANDS
DESCRIPTION
KICKDOWN (FRONT) BAND
The ki ckdown, or front, band (Fi g. 70) hol ds the
common sun gear of the pl anetary gear sets. The
front (ki ckdown) band i s made of steel , and faced on
i ts i nner ci rcumference wi th a fri cti on-type l i ni ng.
One end of the band i s anchored to the transmi ssi on
case, and the other i s acted on wi th a pushi ng force
by a servo pi ston. The front band i s a si ngl e-wrap
desi gn (the band does not compl etel y encompass/
wrap the drum that i t hol ds).
LOW/REVERSE (REAR) BAND
The l ow/reverse band, or rear, band (Fi g. 71) i s
si mi l ar i n appearance and operati on to the front
band. The rear band i s sl i ghtl y di fferent i n that i t
does not use a l i nk bar, but i s acted di rectl y on by
the appl y l ever. Thi s i s referred to as a doubl e-wrap
band desi gn (the drum i s compl etel y encompassed/
wrapped by the band). The doubl e-wrap band pro-
vi des a greater hol di ng power i n compari son to the
si ngl e-wrap desi gn.
OPERATION
KICKDOWN (FRONT) BAND
The ki ckdown band hol ds the common sun gear of
the pl anetary gear sets by appl yi ng and hol di ng the
front cl utch retai ner, whi ch i s spl i ned to the sun gear
dri vi ng shel l , and i n turn spl i ned di rectl y to the sun
gear. The appl i cati on of the band by the servo i s typ-
i cal l y done by an appl y l ever and l i nk bar.
Fig. 69 Accumulator in SECOND Gear Position
1 - BOTTOM OF BORE
2 - LINE PRESSURE
3 - SHUTTLE VALVE
Fig. 70 Front Band
1 - FRONT BAND
2 - TRANSMISSION HOUSING
Fig. 71 Rear Band
1 - ADJUSTING SCREW
2 - LOCKNUT
3 - LEVER
4 - REAR BAND
5 - REACTION PIN
6 - O-RINGS
7 - PIVOT PIN
ACCUMULATOR (Continued)
LOW/REVERSE (REAR) BAND
The rear band hol ds the rear pl anet carri er sta-
ti onary by bei ng mounted around and appl i ed to the
l ow/reverse drum.
ADJ USTMENTS
ADJUSTMENT - BANDS
FRONT BAND
The front (ki ckdown) band adjusti ng screw i s
l ocated on the l eft si de of the transmi ssi on case
above the manual val ve and throttl e val ve l evers.
(2) Loosen band adjusti ng screw l ocknut (Fi g. 72).
Then back l ocknut off 3-5 turns. Be sure adjusti ng
screw turns freel y i n case. Appl y l ubri cant to screw
threads i f necessary.
(3) Ti ghten band adjusti ng screw to 8 Nm (72 i n.
l bs.) torque wi th an appropri ate Torx socket.
CAUTION: If Adapter C-3705 is needed to reach the
adjusting screw, tighten the screw to only 5 Nm
(47-50 in. lbs.) torque.
(4) Back off front band adjusti ng screw 1-3/4
turns.
(5) Hol d adjuster screw i n posi ti on and ti ghten
l ocknut to 41 Nm (30 ft. l bs.) torque.
REAR BAND
The transmi ssi on oi l pan must be removed for
access to the rear band adjusti ng screw.
(2) Remove transmi ssi on oi l pan and drai n fl ui d.
(3) Loosen band adjusti ng screw l ocknut 5-6 turns.
Be sure adjusti ng screw turns freel y i n l ever.
(4) Ti ghten adjusti ng screw to 8 Nm (72 i n. l bs.)
torque (Fi g. 73).
(5) Back off adjusti ng screw 3 turns.
(6) Hol d adjusti ng screw i n pl ace and ti ghten l ock-
nut to 34 Nm (25 ft. l bs.) torque.
(7) Posi ti on new gasket on oi l pan and i nstal l pan
on transmi ssi on. Ti ghten pan bol ts to 17 Nm (13 ft.
l bs.) torque.
(8) Lower vehi cl e and refi l l transmi ssi on wi th
Mopar ATF +4, Automati c Transmi ssi on fl ui d.
Fig. 72 Front Band Adjustment Screw Location
1 - LOCK-NUT
2 - FRONT BAND ADJUSTER
Fig. 73 Rear Band Adjustment Screw Location
1 - LOW-REVERSE BAND ADJUSTMENT
BANDS (Continued)
BRAKE TRANSMISSION SHIFT
INTERLOCK SYSTEM
DESCRIPTION
The Brake Transmi ssi on Shi fter I nterl ock (BTSI )
(Fi g. 74), i s a sol enoi d operated system. I t consi sts of
a sol enoi d permanentl y mounted on the gearshi ft
cabl e.
OPERATION
The system l ocks the shi fter i nto the PARK posi -
ti on. The i nterl ock system i s engaged whenever the
i gni ti on swi tch i s i n the LOCK or ACCESSORY posi -
ti on. An addi ti onal el ectri cal l y acti vated feature wi l l
prevent shi fti ng out of the PARK posi ti on unl ess the
brake pedal i s depressed approxi matel y one-hal f an
i nch. A magneti c hol di ng devi ce i n l i ne wi th the park
l ock cabl e i s energi zed when the i gni ti on i s i n the
RUN posi ti on. When the key i s i n the RUN posi ti on
and the brake pedal i s depressed, the shi fter i s
unl ocked and wi l l move i nto any posi ti on. The i nter-
l ock system al so prevents the i gni ti on swi tch from
bei ng turned to the LOCK or ACCESSORY posi ti on,
unl ess the shi fter i s ful l y l ocked i nto the PARK posi -
ti on.
DIAGNOSIS AND TESTING - BRAKE
TRANSMISSION SHIFT INTERLOCK
(1) Veri fy that the key can onl y be removed i n the
PARK posi ti on
(2) When the shi ft l ever i s i n PARK And the shi ft
handl e pushbutton i s i n the OUT posi ti on, the i gni -
ti on key cyl i nder shoul d rotate freel y from OFF to
LOCK. When the shi fter i s i n any other gear or neu-
tral posi ti on, the i gni ti on key cyl i nder shoul d not
rotate to the LOCK posi ti on.
(3) Shi fti ng out of PARK shoul d not be possi bl e
when the i gni ti on key cyl i nder i s i n the OFF posi -
ti on.
whi l e appl yi ng normal pushbutton force and i gni ti on
key cyl i nder i s i n the RUN or START posi ti ons
unl ess the foot brake pedal i s depressed approxi -
matel y 1/2 i nch (12mm).
when the i gni ti on key cyl i nder i s i n the ACCESSORY
or LOCK posi ti ons.
(6) Shi fti ng between any gears, NEUTRAL or i nto
PARK may be done wi thout depressi ng foot brake
pedal wi th i gni ti on swi tch i n RUN or START posi -
ti ons.
ADJUSTMENTS - BRAKE TRANSMISSION
SHIFT INTERLOCK
Correct cabl e adjustment i s i mportant to proper
i nterl ock operati on. The gearshi ft cabl e must be cor-
rectl y adjusted i n order to shi ft out of PARK.
ADJUSTMENT PROCEDURE
(1) Remove the steeri ng col umn tri m as necessary
for access to the brake transmi ssi on shi ft i nterl ock.
(2) Shi ft the transmi ssi on i nto the PARK posi ti on.
(3) Pul l upward on both the BTSI l ock tab and the
gearshi ft cabl e l ock tab (Fi g. 75).
(4) Veri fy that the shi ft l ever i s i n the PARK posi -
ti on.
(5) Veri fy posi ti ve engagement of the transmi ssi on
park l ock by attempti ng to rotate the propel l er shaft.
The shaft wi l l not rotate when the park l ock i s
engaged.
(6) Turn i gni ti on swi tch to LOCK posi ti on. Be
sure ignition key cylinder is in the LOCK posi-
tion. Cable will not adjust correctly in any
other position.
(7) Ensure that the cabl e i s free to sel f-adjust by
pushi ng cabl e rearward and rel easi ng.
(8) Push the gearshi ft cabl e l ock tab down unti l i t
snaps i n pl ace.
(9) Locate the BTSI al i gnment hol e i n the bottom
of the BTSI mechani sm between the BTSI l ock tab
and the BTSI connector.
(10) Move the BTSI assembl y up or down on the
gearshi ft cabl e unti l an appropri ate si ze dri l l bi t can
be i nserted i nto the al i gnment hol e and through the
assembl y.
(11) Push the BTSI l ock tab down unti l i t snaps
i nto pl ace and remove the dri l l bi t.
(12) I nstal l any steeri ng col umn tri m previ ousl y
removed.
Fig. 74 Brake Transmission Interlock Mechanism
1 - STEERING COLUMN
2 - GEARSHIFT CABLE
3 - GEARSHIFT CABLE LOCK TAB
4 - BTSI SOLENOID LOCK TAB
5 - BTSI CONNECTOR
BTSI FUNCTION CHECK
(1) Veri fy removal of i gni ti on key al l owed i n PARK
posi ti on onl y.
(2) When the shi ft l ever i s i n PARK, the i gni ti on
key cyl i nder shoul d rotate freel y from off to l ock.
When the shi fter i s i n any other posi ti on, the i gni ti on
key shoul d not rotate from off to l ock.
(3) Shi fti ng out of PARK shoul d be possi bl e when
the i gni ti on key cyl i nder i s i n the off posi ti on.
whi l e appl yi ng normal force, and i gni ti on key cyl i n-
der i s i n the run or start posi ti ons, unl ess the foot
brake pedal i s depressed approxi matel y 1/2 i nch
(12mm).
when the i gni ti on key cyl i nder i s i n the accessory or
l ock posi ti on.
(6) Shi fti ng between any gear and NEUTRAL, or
PARK, may be done wi thout depressi ng foot brake
wi th i gni ti on swi tch i n run or start posi ti ons.
(7) Engi ne starts must be possi bl e wi th shi fter
l ever i n PARK or NEUTRAL posi ti ons onl y. Engi ne
starts must not be possi bl e i n any posi ti on other than
PARK or NEUTRAL.
(8) Wi th shi fter l ever i n the:
PARK posi ti on - Appl y upward force on the shi ft
arm and remove pressure. Engi ne starts must be
possi bl e.
PARK posi ti on - Appl y downward force on the
shi ft arm and remove pressure. Engi ne starts must
be possi bl e.
NEUTRAL posi ti on - Normal posi ti on. Engi ne
starts must be possi bl e.
NEUTRAL posi ti on - Engi ne runni ng and brakes
appl i ed, appl y upward force on the shi ft arm. Trans-
mi ssi on shal l not be abl e to shi ft from neutral to
reverse.
ELECTRONIC GOVERNOR
DESCRIPTION
Governor pressure i s control l ed el ectroni cal l y. Com-
ponents used for governor pressure control i ncl ude:
Governor body
Val ve body transfer pl ate
Governor pressure sol enoi d val ve
Governor pressure sensor
Fl ui d temperature thermi stor
Throttl e posi ti on sensor (TPS)
Transmi ssi on speed sensor
Powertrai n control modul e (PCM)
GOVERNOR PRESSURE SOLENOID VALVE
The sol enoi d val ve i s a duty-cycl e sol enoi d whi ch
regul ates the governor pressure needed for upshi fts
and downshi fts. I t i s an el ectro-hydraul i c devi ce
l ocated i n the governor body on the val ve body trans-
fer pl ate (Fi g. 76).
Fig. 75 Brake Transmission Interlock Mechanism
1 - STEERING COLUMN
2 - GEARSHIFT CABLE
5 - BTSI CONNECTOR
Fig. 76 Governor Pressure Solenoid Valve
1 - SOLENOID FILTER
BRAKE TRANSMISSION SHIFT INTERLOCK SYSTEM (Continued)
GOVERNOR PRESSURE SENSOR
The governor pressure sensor measures output
pressure of the governor pressure sol enoi d val ve (Fi g.
77).
GOVERNOR BODY AND TRANSFER PLATE
The transfer pl ate i s desi gned to suppl y transmi s-
si on l i ne pressure to the governor pressure sol enoi d
val ve and to return governor pressure.
The governor pressure sol enoi d val ve i s mounted i n
the governor body. The body i s bol ted to the l ower
si de of the transfer pl ate (Fi g. 77).
GOVERNOR PRESSURE CURVES
There are four governor pressure curves pro-
grammed i nto the transmi ssi on control modul e. The
di fferent curves al l ow the control modul e to adjust
governor pressure for varyi ng condi ti ons. One curve
i s used for operati on when fl ui d temperature i s at, or
bel ow, 1C (30F). A second curve i s used when fl ui d
temperature i s at, or above, 10C (50F) duri ng nor-
mal ci ty or hi ghway dri vi ng. A thi rd curve i s used
duri ng wi de-open throttl e operati on. The fourth curve
i s used when dri vi ng wi th the transfer case i n l ow
range.
OPERATION
Compensati on i s requi red for performance vari a-
ti ons of two of the i nput devi ces. Though the sl ope of
the transfer functi ons i s ti ghtl y control l ed, offset may
vary due to vari ous envi ronmental factors or manu-
facturi ng tol erances.
The pressure transducer i s affected by barometri c
pressure as wel l as temperature. Cal i brati on of the
zero pressure offset i s requi red to compensate for
shi fti ng output due to these factors.
Normal cal i brati on wi l l be performed when sump
temperature i s above 50 degrees F, or i n the absence
of sump temperature data, after the fi rst 10 mi nutes
of vehi cl e operati on. Cal i brati on of the pressure
transducer offset occurs each ti me the output shaft
speed fal l s bel ow 200 RPM. Cal i brati on shal l be
repeated each 3 seconds the output shaft speed i s
bel ow 200 RPM. A 0.5 second pul se of 95% duty cycl e
i s appl i ed to the governor pressure sol enoi d val ve
and the transducer output i s read duri ng thi s pul se.
Averagi ng of the transducer si gnal i s necessary to
reject el ectri cal noi se.
Under col d condi ti ons (bel ow 50 degrees F sump),
the governor pressure sol enoi d val ve response may
be too sl ow to guarantee 0 psi duri ng the 0.5 second
cal i brati on pul se. Cal i brati on pul ses are conti nued
duri ng thi s peri od, however the transducer output
val ves are di scarded. Transducer offset must be read
at key-on, under condi ti ons whi ch promote a stabl e
readi ng. Thi s val ue i s retai ned and becomes the off-
set duri ng the col d peri od of operati on.
GOVERNOR PRESSURE SOLENOID VALVE
The i nl et si de of the sol enoi d val ve i s exposed to
normal transmi ssi on l i ne pressure. The outl et si de of
the val ve l eads to the val ve body governor ci rcui t.
The sol enoi d val ve regul ates l i ne pressure to pro-
duce governor pressure. The average current sup-
pl i ed to the sol enoi d control s governor pressure. One
amp current produces zero kPa/psi governor pres-
sure. Zero amps sets the maxi mum governor pres-
sure.
The powertrai n control modul e (PCM) turns on the
trans control rel ay whi ch suppl i es el ectri cal power to
the sol enoi d val ve. Operati ng vol tage i s 12 vol ts
(DC). The PCM control s the ground si de of the sol e-
noi d usi ng the governor pressure sol enoi d control ci r-
cui t.
GOVERNOR PRESSURE SENSOR
The sensor output si gnal provi des the necessary
feedback to the PCM. Thi s feedback i s needed to ade-
quatel y control governor pressure.
GOVERNOR BODY AND TRANSFER PLATE
The transfer pl ate channel s l i ne pressure to the
sol enoi d val ve through the governor body. I t al so
channel s governor pressure from the sol enoi d val ve
to the governor ci rcui t. I t i s the sol enoi d val ve that
devel ops the necessary governor pressure.
GOVERNOR PRESSURE CURVES
LOW TRANSMISSION FLUID TEMPERATURE
When the transmi ssi on fl ui d i s col d the conven-
ti onal governor can del ay shi fts, resul ti ng i n hi gher
than normal shi ft speeds and harsh shi fts. The el ec-
troni cal l y control l ed l ow temperature governor pres-
Fig. 77 Governor Pressure Sensor
1 - GOVERNOR BODY
2 - GOVERNOR PRESSURE SENSOR/TRANSMISSION FLUID
TEMPERATURE THERMISTOR
ELECTRONIC GOVERNOR (Continued)
sure curve i s hi gher than normal to make the
transmi ssi on shi ft at normal speeds and sooner. The
PCM uses a temperature sensor i n the transmi ssi on
oi l sump to determi ne when l ow temperature gover-
nor pressure i s needed.
NORMAL OPERATION
Normal operati on i s refi ned through the i ncreased
computi ng power of the PCM and through access to
data on engi ne operati ng condi ti ons provi ded by the
PCM that were not avai l abl e wi th the previ ous
stand-al one el ectroni c modul e. Thi s faci l i tated the
devel opment of a l oad adapti ve shi ft strategy - the
abi l i ty to al ter the shi ft schedul e i n response to vehi -
cl e l oad condi ti on. One mani festati on of thi s capabi l -
i ty i s grade hunti ng preventi on - the abi l i ty of the
transmi ssi on l ogi c to del ay an upshi ft on a grade i f
the engi ne does not have suffi ci ent power to mai n-
tai n speed i n the hi gher gear. The 3-2 downshi ft and
the potenti al for hunti ng between gears occurs wi th a
heavi l y l oaded vehi cl e or on steep grades. When
hunti ng occurs, i t i s very objecti onabl e because shi fts
are frequent and accompani ed by l arge changes i n
noi se and accel erati on.
WIDE OPEN THROTTLE OPERATION
I n wi de-open throttl e (WOT) mode, adapti ve mem-
ory i n the PCM assures that up-shi fts occur at the
preprogrammed opti mum speed. WOT operati on i s
determi ned from the throttl e posi ti on sensor, whi ch
i s al so a part of the emi ssi on control system. The i ni -
ti al setti ng for the WOT upshi ft i s bel ow the opti -
mum engi ne speed. As WOT shi fts are repeated, the
PCM l earns the ti me requi red to compl ete the shi fts
by compari ng the engi ne speed when the shi fts occur
to the opti mum speed. After each shi ft, the PCM
adjusts the shi ft poi nt unti l the opti mum speed i s
reached. The PCM al so consi ders vehi cl e l oadi ng,
grade and engi ne performance changes due to hi gh
al ti tude i n determi ni ng when to make WOT shi fts. I t
does thi s by measuri ng vehi cl e and engi ne accel era-
ti on and then factori ng i n the shi ft ti me.
TRANSFER CASE LOW RANGE OPERATION
On four-wheel dri ve vehi cl es operati ng i n l ow
range, the engi ne can accel erate to i ts peak more
rapi dl y than i n Normal range, resul ti ng i n del ayed
shi fts and undesi rabl e engi ne fl are. The l ow range
governor pressure curve i s al so hi gher than normal
to i ni ti ate upshi fts sooner. The PCM compares el ec-
troni c vehi cl e speed si gnal used by the speedometer
to the transmi ssi on output shaft speed si gnal to
determi ne when the transfer case i s i n l ow range.
REMOVAL
(1) Hoi st and support vehi cl e on safety stands.
(2) Remove transmi ssi on fl ui d pan and fi l ter.
(3) Di sengage wi re connectors from pressure sen-
sor and sol enoi d (Fi g. 78).
(4) Remove screws hol di ng pressure sol enoi d
retai ner to governor body.
(5) Separate sol enoi d retai ner from governor (Fi g.
79).
Fig. 78 Governor Solenoid And Pressure Sensor
1 - PRESSURE SENSOR
2 - PRESSURE SOLENOID
3 - GOVERNOR
Fig. 79 Pressure Solenoid Retainer
1 - PRESSURE SOLENOID RETAINER
2 - GOVERNOR
(6) Pul l sol enoi d from governor body (Fi g. 80).
(7) Pul l pressure sensor from governor body.
(8) Remove bol ts hol di ng governor body to val ve
body.
(9) Separate governor body from val ve body (Fi g.
81).
(10) Remove governor body gasket.
INSTALLATION
Before i nstal l i ng the pressure sensor and sol enoi d
i n the governor body, repl ace o-ri ng seal s, cl ean the
gasket surfaces and repl ace gasket.
(1) Pl ace gasket i n posi ti on on back of governor
body (Fi g. 82).
(2) Pl ace governor body i n posi ti on on val ve body.
(3) I nstal l bol ts to hol d governor body to val ve
body.
(4) Lubri cate o-ri ng on pressure sensor wi th trans-
mi ssi on fl ui d.
(5) Al i gn pressure sensor to bore i n governor body.
(6) Push pressure sensor i nto governor body.
(7) Lubri cate o-ri ng, on pressure sol enoi d, wi th
transmi ssi on fl ui d.
(8) Al i gn pressure sol enoi d to bore i n governor
body (Fi g. 83).
(9) Push sol enoi d i nto governor body.
Fig. 80 Pressure Solenoid and O-ring
2 - O-RING
3 - GOVERNOR
Fig. 81 Governor Body and Gasket
1 - GOVERNOR BODY
2 - GASKET
Fig. 82 Governor Body and Gasket
1 - GOVERNOR BODY
2 - GASKET
Fig. 83 Pressure Solenoid and O-ring
2 - O-RING
3 - GOVERNOR
(10) Pl ace sol enoi d retai ner i n posi ti on on governor
(Fi g. 84).
(11) I nstal l screws to hol d pressure sol enoi d
retai ner to governor body.
(12) Engage wi re connectors i nto pressure sensor
and sol enoi d (Fi g. 85).
(13) I nstal l transmi ssi on fl ui d pan and (new) fi l ter.
(14) Lower vehi cl e and road test to veri fy repai r.
EXTENSION HOUSING SEAL
REMOVAL
(2) Mark propel l er shaft and axl e yoke for al i gn-
ment reference.
(3) Di sconnect and remove propel l er shaft.
(4) Remove ol d seal wi th a screw mounted i n a
sl i de hammer.
INSTALLATION
(1) Pl ace seal i n posi ti on on overdri ve housi ng.
(2) Dri ve seal i nto overdri ve housi ng wi th Seal
I nstal l er 9037 (Fi g. 86).
(3) Careful l y gui de propel l er shaft sl i p yoke i nto
housi ng and onto output shaft spl i nes. Al i gn marks
made at removal and connect propel l er shaft to rear
axl e pi ni on yoke.
FLUID AND FILTER
DIAGNOSIS AND TESTING - EFFECTS OF
INCORRECT FLUID LEVEL
A l ow fl ui d l evel al l ows the pump to take i n ai r
al ong wi th the fl ui d. Ai r i n the fl ui d wi l l cause fl ui d
pressures to be l ow and devel op sl ower than normal .
I f the transmi ssi on i s overfi l l ed, the gears churn the
fl ui d i nto foam. Thi s aerates the fl ui d and causi ng
the same condi ti ons occurri ng wi th a l ow l evel . I n
ei ther case, ai r bubbl es cause fl ui d overheati ng, oxi -
dati on and varni sh bui l dup whi ch i nterferes wi th
val ve and cl utch operati on. Foami ng al so causes fl ui d
expansi on whi ch can resul t i n fl ui d overfl ow from the
transmi ssi on vent or fi l l tube. Fl ui d overfl ow can eas-
i l y be mi staken for a l eak i f i nspecti on i s not careful .
DIAGNOSIS AND TESTING - CAUSES OF
BURNT FLUID
Burnt, di scol ored fl ui d i s a resul t of overheati ng
whi ch has two pri mary causes.
(1) A resul t of restri cted fl ui d fl ow through the
mai n and/or auxi l i ary cool er. Thi s condi ti on i s usu-
al l y the resul t of a faul ty or i mproperl y i nstal l ed
drai nback val ve, a damaged mai n cool er, or severe
restri cti ons i n the cool ers and l i nes caused by debri s
or ki nked l i nes.
Fig. 84 Pressure Solenoid Retainer
1 - PRESSURE SOLENOID RETAINER
2 - GOVERNOR
Fig. 85 Governor Solenoid And Pressure Sensor
1 - PRESSURE SENSOR
3 - GOVERNOR
Fig. 86 Installing Overdrive Housing Yoke Seal
1 - SPECIAL TOOL 9037
2 - SPECIAL TOOL C-4171
(2) Heavy duty operati on wi th a vehi cl e not prop-
erl y equi pped for thi s type of operati on. Trai l er tow-
i ng or si mi l ar hi gh l oad operati on wi l l overheat the
transmi ssi on fl ui d i f the vehi cl e i s i mproperl y
equi pped. Such vehi cl es shoul d have an auxi l i ary
transmi ssi on fl ui d cool er, a heavy duty cool i ng sys-
tem, and the engi ne/axl e rati o combi nati on needed to
handl e heavy l oads.
DIAGNOSIS AND TESTING - FLUID
CONTAMINATION
Transmi ssi on fl ui d contami nati on i s general l y a
resul t of:
addi ng i ncorrect fl ui d
fai l ure to cl ean di psti ck and fi l l tube when
checki ng l evel
engi ne cool ant enteri ng the fl ui d
i nternal fai l ure that generates debri s
overheat that generates sl udge (fl ui d break-
down)
fai l ure to repl ace contami nated converter after
repai r
The use of non-recommended fl ui ds can resul t i n
transmi ssi on fai l ure. The usual resul ts are errati c
shi fts, sl i ppage, abnormal wear and eventual fai l ure
due to fl ui d breakdown and sl udge formati on. Avoi d
thi s condi ti on by usi ng recommended fl ui ds onl y.
The di psti ck cap and fi l l tube shoul d be wi ped
cl ean before checki ng fl ui d l evel . Di rt, grease and
other forei gn materi al on the cap and tube coul d fal l
i nto the tube i f not removed beforehand. Take the
ti me to wi pe the cap and tube cl ean before wi thdraw-
i ng the di psti ck.
Engi ne cool ant i n the transmi ssi on fl ui d i s gener-
al l y caused by a cool er mal functi on. The onl y remedy
i s to repl ace the radi ator as the cool er i n the radi ator
i s not a servi ceabl e part. I f cool ant has ci rcul ated
through the transmi ssi on, an overhaul i s necessary.
The torque converter shoul d al so be repl aced when-
ever a fai l ure generates sl udge and debri s. Thi s i s
necessary because normal converter fl ushi ng proce-
dures wi l l not remove al l contami nants.
STANDARD PROCEDURE
STANDARD PROCEDURE - FLUID LEVEL
CHECK
Low fl ui d l evel can cause a vari ety of condi ti ons
because i t al l ows the pump to take i n ai r al ong wi th
the fl ui d. As i n any hydraul i c system, ai r bubbl es
make the fl ui d spongy, therefore, pressures wi l l be
l ow and bui l d up sl owl y.
I mproper fi l l i ng can al so rai se the fl ui d l evel too
hi gh. When the transmssi on has too much fl ui d, the
geartrai n churns up foam and cause the same condi -
ti ons whi ch occur wi th a l ow fl ui d l evel .
I n ei ther case, ai r bubbl es can cause overheati ng
and/or fl ui d oxi dati on, and varni shi ng. Thi s can
i nterfere wi th normal val ve, cl utch, and accumul ator
operati on. Foami ng can al so resul t i n fl ui d escapi ng
from the transmi ssi on vent where i t may be mi s-
taken for a l eak.
After the fl ui d has been checked, seat the di psti ck
ful l y to seal out water and di rt.
The transmi ssi on has a di psti ck to check oi l l evel .
I t i s l ocated on the ri ght si de of the engi ne. Be sure
to wi pe al l di rt from di psti ck handl e before removi ng.
Fl ui d l evel i s checked wi th the engi ne runni ng at
curb i dl e speed, the transmi ssi on i n NEUTRAL and
the transmi ssi on fl ui d at normal operati ng tempera-
ture. The engine should be running at idle
speed for at least one minute, with the vehicle
on level ground.
The transmi ssi on fl ui d l evel can be checked two
ways.
PROCEDURE ONE
(1) Transmi ssi on fl ui d must be at normal operat-
i ng temperature for accurate fl ui d l evel check. Dri ve
vehi cl e i f necessary to bri ng fl ui d temperature up to
normal hot operati ng temperature of 82C (180F).
(2) Posi ti on vehi cl e on l evel surface.
(3) Start and run engi ne at curb i dl e speed.
(4) Appl y parki ng brakes.
(5) Shi ft transmi ssi on momentari l y i nto al l gear
ranges. Then shi ft transmi ssi on back to NEUTRAL.
(6) Cl ean top of fi l l er tube and di psti ck to keep
di rt from enteri ng tube.
(7) Remove di psti ck (Fi g. 87) and check fl ui d l evel
as fol l ows:
(a) Correct acceptabl e l evel i s i n crosshatch area.
(b) Correct maxi mum l evel i s to MAX arrow
mark.
(c) I ncorrect l evel i s at or bel ow MI N l i ne.
(d) I f fl ui d i s l ow, add onl y enough Mopar ATF
+4 to restore correct l evel . Do not overfi l l .
Fig. 87 Dipstick Fluid Level Marks - Typical
1 - DIPSTICK
2 - MAXIMUM CORRECT FLUID LEVEL
3 - ACCEPTABLE FLUID LEVEL
FLUID AND FILTER (Continued)
PROCEDURE TWO
(1) Start engi ne and appl y parki ng brake.
(2) Shi ft the transmi ssi on i nto DRI VE for approxi -
matel y 2 seconds.
(3) Shi ft the transmi ssi on i nto REVERSE for
approxi matel y 2 seconds.
(4) Shi ft the transmi ssi on i nto PARK.
(5) Hook up DRB scan tool and sel ect engi ne.
(6) Sel ect sensors.
(7) Read the transmi ssi on temperature val ue.
(8) Compare the fl ui d temperature val ue wi th the
chart.
(9) Adjust transmi ssi on fl ui d l evel shown on the
di psti ck accordi ng to the chart (Fi g. 88).
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 transmi ssi on for l eaks.
STANDARD PROCEDURE - FLUID AND FILTER
REPLACEMENT
For proper servi ce i nterval s (Refer to LUBRI CA-
TI ON & MAI NTENANCE/MAI NTENANCE SCHED-
ULES - DESCRI PTI ON). The servi ce fl ui d fi l l after a
fi l ter change i s approxi matel y 3.8 l i ters (4.0 quarts).
REMOVAL
(1) Hoi st and support vehi cl e on safety stands.
(2) Pl ace a l arge di ameter shal l ow drai n pan
beneath the transmi ssi on pan.
(3) Remove bol ts hol di ng front and si des of pan to
transmi ssi on (Fi g. 89).
(4) Loosen bol ts hol di ng rear of pan to transmi s-
si on.
Fig. 88 48RE Fluid Fill Graph
Fig. 89 Transmission Pan
1 - TRANSMISSION
2 - REUSABLE GASKET
3 - PAN
(5) Sl owl y separate front of pan and reusabl e gas-
ket away from transmi ssi on al l owi ng the fl ui d to
drai n i nto drai n pan.
(6) Hol d up pan and remove remai ni ng bol t hol d-
i ng pan to transmi ssi on.
(7) Whi l e hol di ng pan l evel , l ower pan and gasket
away from transmi ssi on.
(8) Pour remai ni ng fl ui d i n pan i nto drai n pan.
(9) Remove screws hol di ng fi l ter to val ve body
(Fi g. 90).
(10) Separate fi l ter from val ve body and pour fl ui d
i n fi l ter i nto drai n pan.
(11) Di spose of used trans fl ui d and fi l ter properl y.
INSTALLATION
(1) Posi ti on a new transmi ssi on oi l fi l ter onto the
val ve body.
(2) I nstal l the screws to hol d the fi l ter to the val ve
body. Ti ghten the screws to 4 Nm (35 i n.l bs.).
(3) Cl ean the gasket surfaces of the transmi ssi on
oi l pan and transmi ssi on pan rai l .
NOTE: The transmission pan oil gasket is reusable.
Inspect the sealing surfaces of the gasket. If the
sealing ribs on both surfaces appear to be in good
condition, clean the gasket of any foreign material
and reinstall.
(4) Posi ti on the oi l pan gasket onto the oi l pan.
(5) Posi ti on the oi l pan and gasket onto the trans-
mi ssi on and i nstal l several bol ts to hol d the pan and
gasket to the transmi ssi on.
(6) I nstal l the remai nder of the oi l pan bol ts.
Ti ghten the bol ts to 13.6 Nm (125 i n.l bs.).
(7) Lower vehi cl e and fi l l transmi ssi on. (Refer to
21 - TRANSMI SSI ON/AUTOMATI C/FLUI D - STAN-
DARD PROCEDURE)
STANDARD PROCEDURE - TRANSMISSION
FILL
To avoi d overfi l l i ng transmi ssi on after a fl ui d
change or overhaul , perform the fol l owi ng procedure:
(1) Remove di psti ck and i nsert cl ean funnel i n
transmi ssi on fi l l tube.
(2) Add fol l owi ng i ni ti al quanti ty of Mopar ATF
+4 to transmi ssi on:
(a) I f onl y fl ui d and fi l ter were changed, add 3
pints (1-1/2 quarts) of ATF +4 to transmi ssi on.
(b) I f transmi ssi on was compl etel y overhaul ed,
torque converter was repl aced or drai ned, and
cool er was fl ushed, add 12 pints (6 quarts) of ATF
+4 to transmi ssi on.
(3) Appl y parki ng brakes.
(4) Start and run engi ne at normal curb i dl e
speed.
(5) Appl y servi ce brakes, shi ft transmi ssi on
through al l gear ranges then back to NEUTRAL, set
parki ng brake, and l eave engi ne runni ng at curb i dl e
speed.
(6) Remove funnel , i nsert di psti ck and check fl ui d
l evel . I f l evel i s l ow, add fluid to bring level to
MIN mark on dipstick. Check to see i f the oi l l evel
i s equal on both si des of the di psti ck. I f one si de i s
noti cabl y hi gher than the other, the di psti ck has
pi cked up some oi l from the di psti ck tube. Al l ow the
oi l to drai n down the di psti ck tube and re-check.
(7) Dri ve vehi cl e unti l transmi ssi on fl ui d i s at nor-
mal operati ng temperature.
(8) Wi th the engi ne runni ng at curb i dl e speed, the
gear sel ector i n NEUTRAL, and the parki ng brake
appl i ed, check the transmi ssi on fl ui d l evel .
CAUTION: Do not overfill transmission, fluid foam-
ing and shifting problems can result.
(9) Add fl ui d to bri ng l evel up to MAX arrow
mark.
When fl ui d l evel i s correct, shut engi ne off, rel ease
park brake, remove funnel , and i nstal l di psti ck i n fi l l
tube.
Fig. 90 Transmission Filter
1 - TRANSMISSION
2 - FILTER
FRONT CLUTCH
DESCRIPTION
The front cl utch assembl y (Fi g. 91) i s composed of
the front cl utch retai ner, pressure pl ate, cl utch
pl ates, dri vi ng di scs, pi ston, pi ston return spri ng,
return spri ng retai ner, and snap-ri ngs. The front
cl utch i s the forward-most component i n the trans-
mi ssi on geartrai n and i s di rectl y behi nd the oi l pump
and i s consi dered a dri vi ng component.
OPERATION
To appl y the cl utch, pressure i s appl i ed between
the cl utch retai ner and pi ston. The fl ui d pressure i s
provi ded by the oi l pump, transferred through the
control val ves and passageways, and enters the
cl utch through the hub of the reacti on shaft support.
Wi th pressure appl i ed between the cl utch retai ner
and pi ston, the pi ston moves away from the cl utch
retai ner and compresses the cl utch pack. Thi s acti on
appl i es the cl utch pack, al l owi ng torque to fl ow
through the i nput shaft i nto the dri vi ng di scs, and
i nto the cl utch pl ates and pressure pl ate that are
l ugged to the cl utch retai ner. The waved snap-ri ng i s
used to cushi on the appl i cati on of the cl utch pack.
When pressure i s rel eased from the pi ston, the
spri ng returns the pi ston to i ts ful l y rel eased posi ti on
and di sengages the cl utch. The rel ease spri ng al so
hel ps to cushi on the appl i cati on of the cl utch assem-
bl y. When the cl utch i s i n the process of bei ng
rel eased by the rel ease spri ng, fl ui d fl ows through a
vent and one-way bal l -check-val ve l ocated i n the
cl utch retai ner. The check-val ve i s needed to el i mi -
nate the possi bi l i ty of pl ate drag caused by centri fu-
gal force acti ng on the resi dual fl ui d trapped i n the
cl utch pi ston retai ner.
DISASSEMBLY
(1) Remove the waved snap-ri ng, reacti on pl ate,
cl utch pl ates, and cl utch di scs.
Fig. 91 48RE 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
4 - CLUTCH PLATES 10 - OUTER PISTON SEAL
5 - CLUTCH PACK SNAP-RING (WAVED) 11 - FRONT CLUTCH RETAINER
6 - REACTION PLATE
(2) Compress cl utch pi ston retai ner and pi ston
spri ngs wi th Compressor Tool C-3863-A (Fi g. 92).
(3) Remove retai ner snap-ri ng and remove com-
pressor tool .
(4) Remove cl utch pi ston spri ngs (Fi g. 93). Note
posi ti on and number of pi ston spri ngs for assembl y
reference.
(5) Remove cl utch pi ston from retai ner wi th a
twi sti ng moti on.
(6) Remove and di scard cl utch pi ston i nner and
outer seal s.
INSPECTION
I nspect the front cl utch components. Repl ace the
cl utch di scs i f warped, worn, scored, burned or
charred, the l ugs are damaged, or i f the faci ng i s
fl aki ng off. Repl ace the steel pl ates and reacti on
pl ate i f heavi l y scored, warped, or broken. Be sure
the dri vi ng l ugs on the di scs and pl ate are al so i n
good condi ti on. The l ugs must not be bent, cracked or
damaged i n any way.
Repl ace the pi ston spri ngs and spri ng retai ner i f
ei ther are di storted, warped or broken.
Check the l ug grooves i n the cl utch pi ston retai ner.
The steel pl ates shoul d sl i de freel y i n the sl ots. Repl ace
the pi ston retai ner i f the grooves are worn or damaged.
Al so check acti on of the check bal l i n the pi ston
retai ner. The bal l must move freel y and not sti ck.
Repl ace the retai ner bushi ng i f worn, scored, or
there i s any doubt about bushi ng condi ti on.
6 - REACTION PLATE
Fig. 92 Removing Front Clutch Spring Retainer
Snap-Ring
1 - SPECIAL TOOL C-3863-A
2 - SNAP-RING
FRONT CLUTCH (Continued)
I nspect the pi ston and retai ner seal surfaces for
ni cks or scratches. Mi nor scratches can be removed
wi th crocus cl oth. However, repl ace the pi ston and/or
retai ner i f the seal surfaces are seri ousl y scored.
Check the cl utch pi ston check bal l . The bal l shoul d
be securel y i n pl ace. Repl ace the pi ston i f the bal l i s
mi ssi ng, or sei zed i n pl ace.
ASSEMBLY
NOTE: The 48RE transmission uses five plates and
discs for the front clutch.
(1) Soak cl utch di scs i n transmi ssi on fl ui d.
(2) I nstal l new i nner pi ston seal onto the outer
di ameter of the cl utch retai ner i nner hub.
(3) I nstal l new outer seal onto the cl utch pi ston. Be
sure seal l i ps of both seal s face the i nteri or of the
retai ner.
(4) Lubri cate new i nner and outer pi ston seal s
wi th petrol eum jel l y.
(5) I nstal l cl utch pi ston i n retai ner. Use twi sti ng
moti on to seat pi ston i n bottom of retai ner. A thi n
stri p of pl asti c (about 0.015 - 0.020 i n. thi ck), can be
used to gui de seal s i nto pl ace i f necessary.
CAUTION: Never push the clutch piston straight in.
This will fold the seals over causing leakage and
clutch slip. In addition, never use any type of metal
tool to help ease the piston seals into place. Metal
tools will cut, shave, or score the seals.
(6) I nstal l and posi ti on ni ne cl utch pi ston spri ngs
(Fi g. 94).
(7) I nstal l spri ng retai ner on top of pi ston spri ngs.
(8) Compress spri ng retai ner and pi ston spri ngs
wi th Tool C-3863-A.
(9) I nstal l spri ng retai ner snap-ri ng and remove
compressor tool .
(10) I nstal l cl utch pl ates and di scs (Fi g. 95). Fi ve
cl utch di scs, fi ve steel pl ates and one reacti on pl ate
are requi red.
Fig. 94 Front Clutch Spring Position
1 - 9 SPRING CLUTCH
6 - REACTION PLATE
(11) I nstal l reacti on pl ate fol l owed by waved snap-
ri ng.
(12) Check cl utch pack cl earance wi th feel er gauge
(Fi g. 96). Cl earance between waved spri ng and pres-
sure pl ate shoul d 2.5-4.09 mm (0.098-0.161 i n.). I f
cl earance i s i ncorrect, cl utch pl ates, cl utch di scs,
snap-ri ng, or pressure pl ate may have to be changed.
FRONT SERVO
DESCRIPTION
The ki ckdown servo (Fi g. 97) consi sts of a two-l and
pi ston wi th an i nner pi ston, a pi ston rod and gui de,
and a return spri ng. The dual -l and pi ston uses seal
ri ngs on i ts outer di ameters and an O-ri ng for the
i nner pi ston.
OPERATION
The appl i cati on of the pi ston i s accompl i shed by
appl yi ng pressure between the two l ands of the pi s-
ton. The pressure acts agai nst the l arger l ower l and
to push the pi ston downward, al l owi ng the pi ston rod
to extend though i ts gui de agai nst the appl y l ever.
Rel ease of the servo at the 2-3 upshi ft i s accom-
pl i shed by a combi nati on of spri ng and l i ne pressure,
acti ng on the bottom of the l arger l and of the pi ston.
The smal l pi ston i s used to cushi on the appl i cati on of
the band by bl eedi ng oi l through a smal l ori fi ce i n
the l arger pi ston. The rel ease ti mi ng of the ki ckdown
servo i s very i mportant to obtai n a smooth but fi rm
shi ft. The rel ease has to be very qui ck, just as the
front cl utch appl i cati on i s taki ng pl ace. Otherwi se,
engi ne runaway or a shi ft hesi tati on wi l l occur. To
accompl i sh thi s, the band retai ns i ts hol di ng capaci ty
unti l the front cl utch i s appl i ed, gi vi ng a smal l
amount of overl ap between them.
Fig. 96 Typical Method Of Measuring Front Clutch
Pack Clearance
1 - FEELER GAUGE
2 - WAVED SNAP-RING
3 - FEELER GAUGE
Fig. 97 Front Servo
1 - VENT
2 - INNER PISTON
3 - PISTON
4 - SPRING
5 - RELEASE PRESSURE
6 - APPLY PRESSURE
7 - PISTON ROD
DISASSEMBLY
(1) Remove seal ri ng from rod gui de (Fi g. 98).
(2) Remove smal l snap-ri ng from servo pi ston rod.
Then remove pi ston rod, spri ng and washer from pi s-
ton.
(3) Remove and di scard servo component O-ri ng
and seal ri ngs.
CLEANING
Cl ean the servo pi ston components (Fi g. 99) wi th
sol vent and dry them wi th compressed ai r.
INSPECTION
I nspect the servo components (Fi g. 100). Repl ace
the spri ngs i f col l apsed, di storted or broken. Repl ace
the gui de, rod and pi ston i f cracked, bent, or worn.
Di scard the servo snap-ri ng i f di storted or warped.
Check the servo pi ston bore for wear. I f the bore i s
severel y scored, or damaged, i t wi l l be necessary to
repl ace the case.
Repl ace any servo component i f doubt exi sts about
condi ti on. Do not reuse suspect parts.
ASSEMBLY
Cl ean and i nspect front servo components.
(1) Lubri cate new o-ri ng and seal ri ngs wi th petro-
l eum jel l y and i nstal l them on pi ston, gui de and rod.
Fig. 98 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. 99 Front Servo
1 - VENT
2 - INNER PISTON
3 - PISTON
4 - SPRING
5 - RELEASE PRESSURE
6 - APPLY PRESSURE
7 - PISTON ROD
Fig. 100 Front Servo
1 - PISTON RINGS
2 - SERVO PISTON
3 - O-RING
4 - SNAP-RING
6 - SEAL RING
7 - SNAP-RING
8 - SERVO SPRING
9 - WASHER
10 - SPRING
11 - PISTON ROD
FRONT SERVO (Continued)
(2) I nstal l rod i n pi ston. I nstal l spri ng and washer
on rod. Compress spri ng and i nstal l snap-ri ng (Fi g.
101).
GEARSHIFT CABLE
DIAGNOSIS AND TESTING - GEARSHIFT
CABLE
(1) Engi ne starts must be possi bl e wi th shi ft l ever
i n PARK or NEUTRAL posi ti ons onl y. Engi ne starts
must not be possi bl e i n any other gear posi ti on.
(2) Wi th the shi ft l ever i n the:
(a) PARK posi ti on - Appl y upward force on the
shi ft arm and remove pressure. Engi ne starts must
be possi bl e.
(b) PARK posi ti on - Appl y downward force on
the shi ft arm and remove pressure. Engi ne starts
must be possi bl e.
(c) NEUTRAL posi ti on - Normal posi ti on. Engi ne
starts must be possi bl e.
(d) NEUTRAL posi ti on - Engi ne runni ng and
brakes appl i ed, appl y upward force on the shi ft
arm. Transmi ssi on shal l not be abl e to shi ft from
neutral to reverse.
REMOVAL
(1) Shi ft transmi ssi on i nto PARK.
(3) Di sengage cabl e eyel et at transmi ssi on shi ft
l ever and pul l cabl e adjuster out of mounti ng bracket
(Fi g. 102) or (Fi g. 103).
Fig. 101 Front Servo
1 - PISTON RINGS
2 - SERVO PISTON
3 - O-RING
4 - SNAP-RING
6 - SEAL RING
7 - SNAP-RING
8 - SERVO SPRING
9 - WASHER
10 - SPRING
11 - PISTON ROD
Fig. 102 Gearshift Cable at Transmission - RFE
1 - GEARSHIFT CABLE
2 - RFE TRANSMISSION
3 - MANUAL LEVER
Fig. 103 Gearshift Cable at Transmission - RE
1 - GEARSHIFT CABLE
2 - RE TRANSMISSION
3 - MANUAL LEVER
FRONT SERVO (Continued)
(4) Lower the vehi cl e.
(5) Remove the dash panel i nsul ati on pad as nec-
essary to access the gearshi ft cabl e grommet (Fi g.
104).
(6) Remove grommet from the dash panel .
(7) Remove any steeri ng col umn tri m necessary to
access the gearshi ft cabl e and BTSI mechani sm.
(8) Di sconnect the BTSI wi ri ng connector.
(9) Di sconnect cabl e at l ower col umn bracket and
shi ft l ever pi n and pul l the cabl e through the dash
panel openi ng i nto the vehi cl e (Fi g. 105).
(10) Remove gearshi ft cabl e from vehi cl e.
INSTALLATION
(1) Route the transmi ssi on end of the gearshi ft
cabl e through the openi ng i n the dash panel (Fi g.
106).
(2) Seat the cabl e grommet i nto the dash panel
openi ng.
(3) Snap the cabl e i nto the steeri ng col umn
bracket so the retai ni ng ears (Fi g. 107) are engaged
and snap the cabl e eyel et onto the shi ft l ever bal l
stud.
(4) Rai se the vehi cl e.
(5) Pl ace the transmi ssi on manual shi ft l ever i n
the PARK detent (rearmost) posi ti on and rotate
prop shaft to ensure transmi ssi on i s i n PARK.
Fig. 104 Gearshift Cable at the Dash Panel
1 - GEARSHIFT CABLE
2 - GROMMET
Fig. 105 Gearshift Cable at Steering Column
1 - STEERING COLUMN
2 - GEARSHIFT CABLE
5 - BTSI CONNECTOR
Fig. 106 Gearshift Cable at the Dash Panel
1 - GEARSHIFT CABLE
2 - GROMMET
1 - STEERING COLUMN
2 - GEARSHIFT CABLE
5 - BTSI CONNECTOR
GEARSHIFT CABLE (Continued)
(6) Route the gearshi ft cabl e through the transmi s-
si on mounti ng bracket and secure the cabl e by snap-
pi ng the cabl e retai ni ng ears i nto the transmi ssi on
bracket and snappi ng the cabl e eyel et on the manual
shi ft l ever bal l stud.
(8) Lock the shi ft cabl e adjustment by pressi ng the
cabl e adjuster l ock tab downward unti l i t snaps i nto
pl ace.
(9) Check for proper operati on of the transmi ssi on
range sensor.
(10) Adjust the gearshi ft cabl e (Refer to 21 -
TRANSMI SSI ON/AUTOMATI C/GEAR SHI FT
CABLE - ADJUSTMENTS) and BTSI mechani sm
(Refer to 21 - TRANSMI SSI ON/AUTOMATI C/
BRAKE TRANSMI SSI ON SHI FT I NTERLOCK SYS-
TEM - ADJUSTMENTS) as necessary.
ADJ USTMENTS
GEARSHIFT CABLE
Check adjustment by starti ng the engi ne i n PARK
and NEUTRAL. Adjustment i s CORRECT i f the
engi ne starts onl y i n these posi ti ons. Adjustment i s
I NCORRECT i f the engi ne starts i n one but not both
posi ti ons. I f the engi ne starts i n any posi ti on other
than PARK or NEUTRAL, or i f the engi ne wi l l not
start at al l , the transmi ssi on range sensor may be
faul ty.
Gearshift Adjustment Procedure
(2) Rel ease cabl e adjuster l ock tab (underneath the
steeri ng col umn) (Fi g. 108) to unl ock cabl e.
(4) Di sengage the cabl e eyel et from the transmi s-
si on manual shi ft l ever.
(5) Veri fy transmi ssi on shi ft l ever i s i n PARK
detent by movi ng l ever ful l y rearward. Last rearward
detent i s PARK posi ti on.
(6) Veri fy posi ti ve engagement of transmi ssi on
park l ock by attempti ng to rotate propel l er shaft.
Shaft wi l l not rotate when park l ock i s engaged.
(7) Snap the cabl e eyel et onto the transmi ssi on
manual shi ft l ever.
(9) Lock shi ft cabl e by pressi ng cabl e adjuster l ock
tab downward unti l i t snaps i nto pl ace.
(10) Check engi ne starti ng. Engi ne shoul d start
onl y i n PARK and NEUTRAL
1 - STEERING COLUMN
2 - GEARSHIFT CABLE
5 - BTSI CONNECTOR
GEARSHIFT CABLE (Continued)
OIL PUMP
DESCRIPTION
The oi l pump (Fi g. 109) i s l ocated i n the pump
housi ng i nsi de the bel l housi ng of the transmi ssi on
case. The oi l pump consi sts of an i nner and outer
gear, a housi ng, and a reacti on shaft support.
OPERATION
As the torque converter rotates, the converter hub
rotates the i nner and outer gears. As the gears
rotate, the cl earance between the gear teeth
i ncreases i n the crescent area, and creates a sucti on
at the i nl et si de of the pump. Thi s sucti on draws
fl ui d through the pump i nl et from the oi l pan. As the
cl earance between the gear teeth i n the crescent area
decreases, i t forces pressuri zed fl ui d i nto the pump
outl et and to the val ve body.
Fig. 109 Oil Pump Assembly
1 - OIL SEAL 7 - BOLTS (6)
2 - VENT BAFFLE 8 - #1 THRUST WASHER (SELECTIVE)
3 - OIL PUMP BODY 9 - INNER GEAR
4 - GASKET 10 - OUTER GEAR
5 - REACTION SHAFT SUPPORT 11 - O RING
6 - SEAL RINGS 12 - TORQUE CONVERTER SEAL RING
DISASSEMBLY
(1) Mark posi ti on of support i n oi l pump body for
assembl y al i gnment reference. Use scri ber or pai nt to
make al i gnment marks.
(2) Pl ace pump body on two wood bl ocks.
(3) Remove reacti on shaft support bol ts and sepa-
rate support from pump body (Fi g. 110).
(4) Remove pump i nner and outer gears (Fi g. 111).
(5) Remove o-ri ng seal from pump body (Fi g. 112).
Di scard seal after removal .
(6) Remove oi l pump seal wi th Remover Tool
C-3981. Di scard seal after removal .
CLEANING
Cl ean pump and support components wi th sol vent
and dry them wi th compressed ai r.
INSPECTION
Check condi ti on of the seal ri ngs and thrust
washer on the reacti on shaft support. The seal ri ngs
do not need to be repl aced unl ess cracked, broken, or
severel y worn.
I nspect the pump and support components. Repl ace
the pump or support i f the seal ri ng grooves or
machi ned surfaces are worn, scored, pi tted, or dam-
aged. Repl ace the pump gears i f pi tted, worn
chi pped, or damaged.
I nspect the pump bushi ng. Then check the reacti on
shaft support bushi ng. Repl ace ei ther bushi ng onl y i f
heavi l y worn, scored or damaged. I t i s not necessary
to repl ace the bushi ngs unl ess they are actual l y dam-
aged.
Cl earance between outer gear and reacti on shaft
housi ng shoul d be 0.010 to 0.063 mm (0.0004 to
0.0025 i n.). Cl earance between i nner gear and reac-
ti on shaft housi ng shoul d be 0.010 to 0.063 mm
(0.0004 to 0.0025 i n.). Both cl earances can be mea-
sured at the same ti me by i nstal l i ng the gears i n the
pump body and measure pump component cl earances
as fol l ows:
(1) Posi ti on an appropri ate pi ece of Pl asti gage
across both gears.
(2) Al i gn the pl asti gage to a fl at area on the reac-
ti on shaft housi ng.
(3) I nstal l the reacti on shaft to the pump housi ng.
(4) Separate the reacti on shaft housi ng from the
pump housi ng and measure the Pl asti gage fol l ow-
i ng the i nstructi ons suppl i ed wi th i t.
Cl earance between i nner gear tooth and outer gear
shoul d be 0.051 to 0.19 mm (0.002 to 0.0075 i n.).
Measure cl earance wi th an appropri ate feel er gauge
(Fi g. 113).
Cl earance between outer gear and pump housi ng
shoul d be 0.10 to 0.229 mm (0.004 to 0.009 i n.). Mea-
sure cl earance wi th an appropri ate feel er gauge.
ASSEMBLY
(1) Lubri cate pump gears wi th transmi ssi on fl ui d
and i nstal l them i n pump body.
(2) I nstal l thrust washer on reacti on shaft support
hub. Lubri cate washer wi th petrol eum jel l y or trans-
mi ssi on fl ui d before i nstal l ati on.
(3) I f reacti on shaft seal ri ngs are bei ng repl aced,
i nstal l new seal ri ngs on support hub. Lubri cate seal
ri ngs wi th transmi ssi on fl ui d or petrol eum jel l y after
i nstal l ati on. Squeeze each ri ng unti l ri ng ends are
securel y hooked together.
Fig. 110 Reaction Shaft Support
1 - OIL PUMP
2 - REACTION SHAFT SUPPORT
Fig. 111 Pump Gears
1 - GEAR BORE
2 - PUMP BODY
3 - INNER GEAR
4 - OUTER GEAR
OIL PUMP (Continued)
CAUTION: The reaction shaft support seal rings will
break if overspread, or twisted. If new rings are
being installed, spread them only enough for instal-
lation. Also be very sure the ring ends are securely
hooked together after installation. Otherwise, the
rings will either prevent pump installation, or break
during installation.
Fig. 112 Oil Pump Assembly
1 - OIL SEAL 7 - BOLTS (6)
2 - VENT BAFFLE 8 - #1 THRUST WASHER (SELECTIVE)
3 - OIL PUMP BODY 9 - INNER GEAR
4 - GASKET 10 - OUTER GEAR
5 - REACTION SHAFT SUPPORT 11 - O RING
6 - SEAL RINGS 12 - TORQUE CONVERTER SEAL RING
Fig. 113 Checking Pump Gear Tip Clearance
1 - FEELER GAUGE
2 - INNER GEAR
3 - OUTER GEAR
(4) Al i gn and i nstal l reacti on shaft support on
pump body.
(5) I nstal l bol ts attachi ng reacti on shaft support to
pump. Ti ghten bol ts to 20 Nm (175 i n. l bs.) torque.
(6) I nstal l new pump seal wi th I nstal l er Tool
C-3860-A (Fi g. 114). Use hammer or mal l et to tap
seal i nto pl ace.
(7) I nstal l new o-ri ng on pump body. Lubri cate oi l
seal and o-ri ng wi th petrol eum jel l y.
(8) Cover pump assembl y to prevent dust entry
and set asi de for assembl y i nstal l ati on.
OUTPUT SHAFT FRONT
BEARING
REMOVAL
(1) Remove overdri ve uni t from the vehi cl e.
(2) Remove overdri ve geartrai n from housi ng.
(3) Remove snap-ri ng hol di ng output shaft front
beari ng to overdri ve geartrai n. (Fi g. 115).
(4) Pul l beari ng from output shaft.
INSTALLATION
(1) Pl ace repl acement beari ng i n posi ti on on
geartrai n wi th l ocati ng retai ner groove toward the
rear.
(2) Push beari ng onto shaft unti l the snap-ri ng
groove i s vi si bl e.
(3) I nstal l snap-ri ng to hol d beari ng onto output
shaft.
(4) I nstal l overdri ve geartrai n i nto housi ng.
(5) I nstal l overdri ve uni t i n vehi cl e.
OUTPUT SHAFT REAR
BEARING
REMOVAL
(1) Remove overdri ve uni t from the vehi cl e. (Refer
to 21 - TRANSMI SSI ON/AUTOMATI C/OVERDRI VE
- REMOVAL)
(2) Remove overdri ve geartrai n from housi ng.
(3) Remove snap-ri ng hol di ng output shaft rear
beari ng i nto overdri ve housi ng (Fi g. 116).
(4) Usi ng a sui tabl e dri ver i nserted through the
rear end of housi ng, dri ve beari ng from housi ng.
Fig. 114 Oil Pump Seal
1 - SPECIAL TOOL C-3860-A
2 - PUMP BODY
3 - PUMP SEAL
Fig. 115 Output Shaft Front Bearing
1 - OUTPUT SHAFT FRONT BEARING
2 - SNAP-RING
3 - OUTPUT SHAFT
4 - GROOVE TO REAR
5 - OVERDRIVE GEARTRAIN
Fig. 116 Output Shaft Rear Bearing
1 - OUTPUT SHAFT REAR BEARING
2 - OVERDRIVE HOUSING
3 - SNAP-RING
INSTALLATION
(1) Pl ace repl acement beari ng i n posi ti on i n hous-
i ng.
(2) Usi ng a sui tabl e dri ver, dri ve beari ng i nto
housi ng unti l the snap-ri ng groove i s vi si bl e.
(3) I nstal l snap-ri ng to hol d beari ng i nto housi ng
(Fi g. 116).
(4) I nstal l overdri ve geartrai n i nto housi ng.
(5) I nstal l overdri ve uni t i n vehi cl e.
OVERDRIVE CLUTCH
DESCRIPTION
The overdri ve cl utch (Fi g. 117) i s composed of the
pressure pl ate, cl utch pl ates, hol di ng di scs, overdri ve
pi ston retai ner, pi ston, pi ston spacer, and snap-ri ngs.
The overdri ve cl utch i s the forwardmost component
i n the transmi ssi on overdri ve uni t and i s consi dered
a hol di ng component. The overdri ve pi ston retai ner,
pi ston, and pi ston spacer are l ocated on the rear of
the mai n transmi ssi on case.
NOTE: The number of discs and plates may vary
with each engine and vehicle combination.
OPERATION
the pi ston retai ner and pi ston. The fl ui d pressure i s
cl utch through passages at the l ower rear porti on of
the val ve body area. Wi th pressure appl i ed between
the pi ston retai ner and pi ston, the pi ston moves
away from the pi ston retai ner and compresses the
cl utch pack. Thi s acti on appl i es the cl utch pack,
al l owi ng torque to fl ow through the i ntermedi ate
shaft i nto the overdri ve pl anetary gear set. The over-
dri ve cl utch di scs are attached to the overdri ve cl utch
hub whi l e the overdri ve cl utch pl ates, reacti on pl ate,
and pressure pl ate are l ugged to the overdri ve hous-
i ng. Thi s al l ows the i ntermedi ate shaft to transfer
the engi ne torque to the pl anetary gear and overrun-
ni ng cl utch. Thi s dri ves the pl anetary gear i nsi de the
annul us, whi ch i s attached to the overdri ve cl utch
drum and output shaft, creati ng the desi red gear
rati o. The waved snap-ri ng i s used to cushi on the
appl i cati on of the cl utch pack for the 5 di sc versi on of
the overdri ve cl utch. The 6 di sc overdri ve cl utch does
not use a waved snap-ri ng.
Fig. 117 Overdrive Clutch
1 - REACTION PLATE 2 - PRESSURE PLATE
OUTPUT SHAFT REAR BEARING (Continued)
OVERDRIVE UNIT
REMOVAL
(3) Remove transfer case, i f equi pped.
(4) Mark propel l er shaft uni versal joi nt(s) and axl e
pi ni on yoke, or the compani on fl ange and fl ange
yoke, for al i gnment reference at i nstal l ati on, i f neces-
sary.
(5) Di sconnect and remove the rear propel l er shaft,
i f necessary. (Refer to 3 - DI FFERENTI AL & DRI V-
ELI NE/PROPELLER SHAFT/PROPELLER SHAFT -
REMOVAL)
(6) Remove transmi ssi on oi l pan, remove gasket,
drai n oi l and rei nstal l pan.
(7) I f overdri ve uni t had mal functi oned, or i f fl ui d
i s contami nated, remove enti re transmi ssi on. I f di ag-
nosi s i ndi cated overdri ve probl ems onl y, remove just
the overdri ve uni t.
(8) Support transmi ssi on wi th transmi ssi on jack.
(9) Remove bol ts attachi ng overdri ve uni t to trans-
mi ssi on (Fi g. 118).
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) Careful l y work overdri ve uni t off i ntermedi ate
shaft. Do not ti l t uni t duri ng removal . Keep i t as
l evel as possi bl e.
(11) I f overdri ve uni t does not requi re servi ce,
i mmedi atel y i nsert Al i gnment Tool 6227-2 i n spl i nes
of pl anetary gear and overrunni ng cl utch to prevent
spl i nes from rotati ng out of al i gnment. I f mi sal i gn-
ment occurs, overdri ve uni t wi l l have to be di sassem-
bl ed i n order to real i gn spl i nes.
(12) Remove and retai n overdri ve pi ston thrust
beari ng. Beari ng may remai n on pi ston or i n cl utch
hub duri ng removal .
(13) Posi ti on drai n pan on workbench.
(14) Pl ace overdri ve uni t over drai n pan. Ti l t uni t
to drai n resi dual fl ui d from case.
(15) Exami ne fl ui d for cl utch materi al or metal
fragments. I f fl ui d contai ns these i tems, overhaul wi l l
be necessary.
(16) I f overdri ve uni t does not requi re any servi ce,
l eave al i gnment tool i n posi ti on. Tool wi l l prevent
acci dental mi sal i gnment of pl anetary gear and over-
runni ng cl utch spl i nes.
DISASSEMBLY
(1) Remove transmi ssi on speed sensor and o-ri ng
seal from overdri ve case (Fi g. 119).
(2) Remove overdri ve pi ston thrust beari ng (Fi g.
120).
Fig. 118 Overdrive Unit Bolts
1 - OVERDRIVE UNIT
2 - ATTACHING BOLTS (7)
Fig. 119 Transmission Speed Sensor
1 - SOCKET AND WRENCH
2 - SPEED SENSOR
3 - O-RING
OVERDRIVE PISTON
(1) Remove overdri ve pi ston thrust pl ate (Fi g.
121). Retai n thrust pl ate. I t i s a sel ect fi t part and
may possi bl y be reused.
(2) Remove i ntermedi ate shaft spacer (Fi g. 122).
Retai n spacer. I t i s a sel ect fi t part and may possi bl y
be reused.
(3) Remove overdri ve pi ston from retai ner (Fi g.
123).
Fig. 120 Overdrive Piston Thrust Bearing Removal/
Installation
1 - THRUST BEARING
2 - OVERDRIVE PISTON
3 - THRUST PLATE
Fig. 121 Overdrive Piston Thrust Plate Removal/
Installation
2 - OVERDRIVE PISTON SPACER (SELECT FIT)
Fig. 122 Intermediate Shaft Spacer Location
1 - INTERMEDIATE SHAFT
2 - INTERMEDIATE SHAFT SPACER (SELECT FIT)
Fig. 123 Overdrive Piston Removal
1 - PISTON RETAINER
OVERDRIVE UNIT (Continued)
OVERDRIVE CLUTCH PACK
(1) Remove overdri ve cl utch pack wi re retai ni ng
ri ng (Fi g. 124).
(2) Remove overdri ve cl utch pack (Fi g. 125).
(3) Note posi ti on of cl utch pack components for
assembl y reference (Fi g. 126).
OVERDRIVE GEARTRAIN
(1) Remove overdri ve cl utch wave spri ng (Fi g.
127), 5 di sc cl utch onl y.
(2) Remove overdri ve cl utch reacti on snap-ri ng
(Fi g. 128). Note that snap-ri ng i s l ocated i n same
groove as wave spri ng.
Fig. 124 Removing Overdrive Clutch Pack Retaining
Ring
1 - OVERDRIVE CLUTCH PACK RETAINING RING
Fig. 125 Overdrive Clutch Pack Removal
1 - OVERDRIVE CLUTCH PACK
Fig. 126 Overdrive Clutch Component Position -
Typical
1 - REACTION PLATE
2 - CLUTCH PLATES
3 - PRESSURE PLATE
4 - CLUTCH DISCS
Fig. 127 Overdrive Clutch Wave Spring Removal - 5
Disc Clutch Only
1 - WAVE SPRING
Fig. 128 Overdrive Clutch Reaction Snap-Ring
Removal
1 - REACTION RING
2 - CLUTCH HUB
(3) Remove Torx head screws that attach access
cover and gasket to overdri ve case (Fi g. 129).
(4) Remove access cover and gasket (Fi g. 130).
(5) Expand output shaft beari ng snap-ri ng wi th
expandi ng-type snap-ri ng pl i ers. Then push output
shaft forward to rel ease shaft beari ng from l ocati ng
ri ng (Fi g. 131).
(6) Li ft gear case up and off geartrai n assembl y
(Fi g. 132).
(7) Remove snap-ri ng that retai ns rear beari ng on
output shaft.
(8) Remove rear beari ng from output shaft (Fi g.
133).
Fig. 129 Access Cover Screw Removal
1 - TORX SCREWDRIVER (T25)
2 - ACCESS COVER SCREWS
Fig. 130 Access Cover And Gasket Removal
1 - ACCESS COVER AND GASKET
Fig. 131 Releasing Bearing From Locating Ring
1 - EXPAND BEARING LOCATING RING WITH SNAP-RING
PLIERS
2 - ACCESS HOLE
Fig. 132 Removing Geartrain
1 - GEARTRAIN ASSEMBLY
2 - GEAR CASE
Fig. 133 Rear Bearing Removal
1 - OUTPUT SHAFT
2 - REAR BEARING
3 - SNAP-RING
DIRECT CLUTCH, HUB AND SPRING
WARNING: THE NEXT STEP IN DISASSEMBLY
INVOLVES COMPRESSING THE DIRECT CLUTCH
SPRING. IT IS EXTREMELY IMPORTANT THAT PROPER
EQUIPMENT BE USED TO COMPRESS THE SPRING AS
SPRING FORCE IS APPROXIMATELY 830 POUNDS. USE
SPRING COMPRESSOR TOOL 6227-1 AND A HYDRAU-
LIC SHOP PRESS WITH A MINIMUM RAM TRAVEL OF
5-6 INCHES. THE PRESS MUST ALSO HAVE A BED
THAT CAN BE ADJUSTED UP OR DOWN AS REQUIRED.
RELEASE CLUTCH SPRING TENSION SLOWLY AND
COMPLETELY TO AVOID PERSONAL INJURY.
(1) Mount geartrai n assembl y i n shop press (Fi g. 134).
(2) Posi ti on Compressor Tool 6227-1 on cl utch hub
(Fi g. 134). Support output shaft fl ange wi th steel
press pl ates as shown and center assembl y under
press ram.
(3) Appl y press pressure sl owl y. Compress hub and
spri ng far enough to expose cl utch hub retai ni ng ri ng
and rel i eve spri ng pressure on cl utch pack snap-ri ng
(Fi g. 134).
(4) Remove di rect cl utch pack snap-ri ng (Fi g. 135).
(5) Remove di rect cl utch hub retai ni ng ri ng (Fi g.
136).
Fig. 134 Geartrain Mounted In Shop Press
1 - PRESS RAM
2 - SPECIAL TOOL C-3995-A (OR SIMILAR TOOL)
3 - CLUTCH HUB
4 - PLATES
5 - PRESS BED
6 - SPECIAL TOOL 6227-1
Fig. 135 Direct Clutch Pack Snap-Ring Removal
1 - CLUTCH HUB
3 - DIRECT CLUTCH PACK SNAP-RING
4 - PRESS PLATES
5 - CLUTCH DRUM
Fig. 136 Direct Clutch Hub Retaining Ring Removal
2 - CLUTCH HUB RETAINING RING
3 - PRESS BED
4 - PRESS PLATES
(6) Rel ease press l oad sl owl y and compl etel y (Fi g.
137).
(7) Remove Speci al Tool 6227-1. Then remove
cl utch pack from hub (Fi g. 137). Note the ori entati on
of the cl utch di scs. The cl utch pack consi sts of 23 si n-
gl e-si ded di scs and they must be i nstal l ed i n the
same ori entati on as they were removed.
GEARTRAIN
(1) Remove di rect cl utch hub and spri ng (Fi g. 138).
(2) Remove sun gear and spri ng pl ate. Then
remove pl anetary thrust beari ng and pl anetary gear
(Fi g. 139).
Fig. 137 Direct Clutch Pack Removal
2 - DIRECT CLUTCH HUB
3 - DIRECT CLUTCH PACK
Fig. 138 Direct Clutch Hub And Spring Removal
1 - DIRECT CLUTCH SPRING
2 - DIRECT CLUTCH HUB
Fig. 139 Removing Sun Gear, Thrust Bearing And
Planetary Gear
1 - PLANETARY GEAR
2 - PLANETARY THRUST BEARING
3 - CLUTCH SPRING PLATE
4 - SPRING PLATE SNAP-RING
5 - SUN GEAR
(3) Remove overrunni ng cl utch assembl y wi th
expandi ng type snap-ri ng pl i ers (Fi g. 140). I nsert pl i -
ers i nto cl utch hub. Expand pl i ers to gri p hub spl i nes
and remove cl utch wi th countercl ockwi se, twi sti ng
moti on.
(4) Remove thrust beari ng from overrunni ng
cl utch hub.
(5) Remove overrunni ng cl utch from hub.
(6) Mark posi ti on of annul us gear and di rect cl utch
drum for assembl y al i gnment reference (Fi g. 141).
Use smal l center punch or scri ber to make al i gnment
marks.
(7) Remove di rect cl utch drum rear retai ni ng ri ng
(Fi g. 142).
(8) Remove di rect cl utch drum outer retai ni ng ri ng
(Fi g. 143).
Fig. 142 Clutch Drum Inner Retaining Ring Removal
1 - INNER RETAINING RING
2 - DIRECT CLUTCH DRUM
3 - ANNULUS GEAR
Fig. 143 Clutch Drum Outer Retaining Ring Removal
1 - OUTER RETAINING RING
Fig. 140 Overrunning Clutch Assembly Removal/
Installation
1 - OVERRUNNING CLUTCH
2 - NEEDLE BEARING
Fig. 141 Marking Direct Clutch Drum And Annulus
Gear For Assembly Alignment
1 - DIRECT CLUTCH DRUM
2 - HAMMER
3 - PUNCH
(9) Mark annul us gear and output shaft for assem-
bl y al i gnment reference (Fi g. 144). Use punch or
scri ber to mark gear and shaft.
(10) Remove snap-ri ng that secures annul us gear
on output shaft (Fi g. 145). Use two screwdri vers to
unseat and work snap-ri ng out of groove as shown.
(11) Remove annul us gear from output shaft (Fi g.
146). Use rawhi de or pl asti c mal l et to tap gear off
shaft.
GEAR CASE AND PARK LOCK
(1) Remove l ocati ng ri ng from gear case.
(2) Remove park pawl shaft retai ni ng bol t and
remove shaft, pawl and spri ng.
(3) Remove reacti on pl ug snap-ri ng and remove
reacti on pl ug.
(4) Remove output shaft seal .
CLEANING
Cl ean the geartrai n and case components wi th sol -
vent. Dry al l parts except the beari ngs wi th com-
pressed ai r. Al l ow beari ngs to ai r dry.
Do not use shop towel s for wi pi ng parts dry unl ess
the towel s are made from a l i nt-free materi al . A suf-
fi ci ent quanti ty of l i nt (from shop towel s, cl oths, rags,
etc.) coul d pl ug the transmi ssi on fi l ter and fl ui d pas-
sages.
Di scard the ol d case gasket and seal s. Do not
attempt to sal vage these parts. They are not reus-
abl e. Repl ace any of the overdri ve uni t snap-ri ngs i f
di storted or damaged.
Mi nor ni cks or scratches on components can be
smoothed wi th crocus cl oth. However, do not attempt
to reduce severe scori ng on any components wi th
abrasi ve materi al s. Repl ace severel y scored compo-
nents; do not try to sal vage them.
INSPECTION
Check condi ti on of the park l ock components and
the overdri ve case.
Check the bushi ngs i n the overdri ve case. Repl ace
the bushi ngs i f severel y scored or worn. Al so repl ace
the case seal i f l oose, di storted, or damaged.
Exami ne the overdri ve and di rect cl utch di scs and
pl ates. Repl ace the di scs i f the faci ng i s worn,
severel y scored, or burned and fl aki ng off. Repl ace
the cl utch pl ates i f worn, heavi l y scored, or cracked.
Fig. 144 Marking Annulus Gear And Output Shaft
For Assembly Alignment
1 - OUTPUT SHAFT
2 - HAMMER
3 - PUNCH
Fig. 145 Annulus Gear Snap-Ring Removal
1 - OUTPUT SHAFT
2 - ANNULUS GEAR
3 - SNAP-RING
Fig. 146 Annulus Gear Removal
1 - OUTPUT SHAFT
2 - ANNULUS GEAR
Check the l ugs on the cl utch pl ates for wear. The
pl ates shoul d sl i de freel y i n the drum. Repl ace the
pl ates or drum i f bi ndi ng occurs.
Check condi ti on of the annul us gear, di rect cl utch
hub, cl utch drum and cl utch spri ng. Repl ace the gear,
hub and drum i f worn or damaged. Repl ace the
spri ng i f col l apsed, di storted, or cracked.
Be sure the spl i nes and l ugs on the gear, drum and
hub are i n good condi ti on. The cl utch pl ates and
di scs shoul d sl i de freel y i n these components.
I nspect the thrust beari ngs and spri ng pl ate.
Repl ace the pl ate i f worn or scored. Repl ace the bear-
i ngs i f rough, noi sy, bri nnel l ed, or worn.
I nspect the pl anetary gear assembl y and the sun
gear and bushi ngs. I f ei ther the sun gear or the
bushi ngs are damaged, repl ace the gear and bush-
i ngs as an assembl y. The gear and bushi ngs are not
servi ced separatel y.
The pl anetary carri er and pi ni ons must be i n good
condi ti on. Al so be sure the pi ni on pi ns are secure and i n
good condi ti on. Repl ace the carri er i f worn or damaged.
I nspect the overrunni ng cl utch and race. The race
surface shoul d be smooth and free of scores. Repl ace
the overrunni ng cl utch assembl y or the race i f ei ther
assembl y i s worn or damaged i n any way.
Repl ace the shaft pi l ot bushi ng and i nner bushi ng
i f damaged. Repl ace ei ther shaft beari ng i f rough or
noi sy. Repl ace the beari ng snap-ri ngs i f di storted or
cracked.
Check the machi ned surfaces on the output shaft.
These surfaces shoul d cl ean and smooth. Very mi nor
ni cks or scratches can be smoothed wi th crocus cl oth.
Repl ace the shaft i f worn, scored or damaged i n any
way.
I nspect the output shaft bushi ngs. The smal l bush-
i ng i s the i ntermedi ate shaft pi l ot bushi ng. The l arge
bushi ng i s the overrunni ng cl utch hub bushi ng.
Repl ace ei ther bushi ng i f scored, pi tted, cracked, or
worn.
ASSEMBLY
GEARTRAIN AND DIRECT CLUTCH
(1) Soak di rect cl utch and overdri ve cl utch di scs i n
Mopar ATF +4, Automati c Transmi ssi on fl ui d. Al l ow
di scs to soak for 10-20 mi nutes.
(2) I nstal l annul us gear on output shaft, i f
removed. Then i nstal l annul us gear retai ni ng snap-
ri ng (Fi g. 147).
(3) Al i gn and i nstal l cl utch drum on annul us gear
(Fi g. 148). Be sure drum i s engaged i n annul us gear
l ugs.
(4) I nstal l cl utch drum outer retai ni ng ri ng (Fi g.
148).
Fig. 147 Annulus Gear Installation
1 - SNAP-RING
2 - OUTPUT SHAFT FRONT BEARING
3 - ANNULUS GEAR
Fig. 148 Clutch Drum And Outer Retaining Ring
Installation
1 - ANNULUS GEAR
2 - OUTER SNAP-RING
3 - CLUTCH DRUM
(5) Sl i de cl utch drum forward and i nstal l i nner
retai ni ng ri ng (Fi g. 149).
(6) I nstal l rear beari ng and snap-ri ng on output
shaft (Fi g. 150). Be sure l ocati ng ri ng groove i n bear-
i ng i s toward rear.
(7) I nstal l overrunni ng cl utch on hub (Fi g. 151).
Note that cl utch onl y fi ts one way. Shoul der on cl utch
shoul d seat i n smal l recess at edge of hub.
(8) I nstal l thrust beari ng on overrunni ng cl utch
hub. Use generous amount of petrol eum jel l y to hol d
beari ng i n pl ace for i nstal l ati on. Beari ng fi ts one way
onl y. Be sure beari ng i s seated squarel y agai nst hub.
Rei nstal l beari ng i f i t does not seat squarel y.
(9) I nstal l overrunni ng cl utch i n output shaft (Fi g.
152). I nsert snap-ri ng pl i ers i n hub spl i nes. Expand
pl i ers to gri p hub. Then i nstal l assembl y wi th coun-
tercl ockwi se, twi sti ng moti on.
Fig. 152 Overrunning Clutch Installation
1 - CLUTCH DRUM
2 - OVERRUNNING CLUTCH ASSEMBLY
3 - EXPANDING-TYPE SNAP-RING PLIERS
4 - CLUTCH DRUM
5 - ANNULUS GEAR
6 - OVERRUNNING CLUTCH ASSEMBLY SEATED IN OUTPUT
SHAFT
Fig. 149 Clutch Drum Inner Retaining Ring
Installation
1 - ANNULUS GEAR
2 - INNER SNAP-RING
3 - CLUTCH DRUM
Fig. 150 Rear Bearing And Snap-Ring Installation
1 - REAR BEARING
2 - SNAP-RING
Fig. 151 Assembling Overrunning Clutch And Hub
1 - CLUTCH HUB
2 - OVERRUNNING CLUTCH
(10) I nstal l pl anetary gear i n annul us gear (Fi g.
153). Be sure pl anetary pi ni ons are ful l y seated i n
annul us gear before proceedi ng.
(11) Coat pl anetary thrust beari ng and beari ng
contact surface of spri ng pl ate wi th generous amount
of petrol eum jel l y. Thi s wi l l hel p hol d beari ng i n
pl ace duri ng i nstal l ati on.
(12) I nstal l pl anetary thrust beari ng on sun gear
(Fi g. 154). Sl i de beari ng onto gear and seat i t agai nst
spri ng pl ate as shown. Beari ng fi ts one way onl y. I f i t
does not seat squarel y agai nst spri ng pl ate, remove
and reposi ti on beari ng.
(13) I nstal l assembl ed sun gear, spri ng pl ate and
thrust beari ng (Fi g. 155). Be sure sun gear and
thrust beari ng are ful l y seated before proceedi ng.
(14) Mount assembl ed output shaft, annul us gear,
and cl utch drum i n shop press. Di rect cl utch spri ng,
hub and cl utch pack are easi er to i nstal l wi th assem-
bl y mounted i n press.
(15) Al i gn spl i nes i n hubs of pl anetary gear and
overrunni ng cl utch wi th Al i gnment tool 6227-2 (Fi g.
156). I nsert tool through sun gear and i nto spl i nes of
both hubs. Be sure al i gnment tool i s ful l y seated
before proceedi ng.
Fig. 156 Alignment Tool Installation
2 - PRESS PLATES
3 - ASSEMBLED DRUM AND ANNULUS GEAR
4 - SUN GEAR
Fig. 153 Planetary Gear Installation
1 - PLANETARY GEAR
2 - ANNULUS GEAR
Fig. 154 Planetary Thrust Bearing Installation
1 - SPRING PLATE
2 - PLANETARY THRUST BEARING
3 - SUN GEAR
Fig. 155 Sun Gear Installation
1 - SUN GEAR AND SPRING PLATE ASSEMBLY
(16) I nstal l di rect cl utch spri ng (Fi g. 157). Be sure
spri ng i s properl y seated on spri ng pl ate.
NOTE: The direct clutch in a 48RE transmission
uses 23 single-sided clutch discs.
(17) Assembl e and i nstal l di rect cl utch pack on
hub as fol l ows:
(a) I nstal l di rect cl utch reacti on pl ate on cl utch
hub fi rst. Note that one si de of reacti on pl ate i s
counterbored. Be sure thi s si de faces rearward.
Spl i nes at rear of hub are rai sed sl i ghtl y. Counter-
bore i n pl ate fi ts over rai sed spl i nes. Pl ate shoul d
be fl ush wi th thi s end of hub (Fi g. 158).
(b) I nstal l fi rst cl utch di sc wi th i nternal spl i nes
fri cti on si de up, fol l owed by a di sc wi th external
l ugs fri cti on si de up. Conti nue al ternati ng i nternal
and external di scs unti l al l di scs have been
i nstal l ed.
Fig. 158 Correct Position Of Direct Clutch Reaction
Plate
1 - REACTION PLATE COUNTERBORE
2 - DIRECT CLUTCH REACTION PLATE (FLUSH WITH END OF HUB)
3 - CLUTCH HUB
Fig. 157 Direct Clutch Spring Installation
2 - DIRECT CLUTCH SPRING
3 - CLUTCH HUB
4 - PRESS PLATES
(c) I nstal l pressure pl ate. Thi s i s l ast cl utch pack
i tem to be i nstal l ed. Be sure pl ate i s i nstal l ed wi th
shoul der si de faci ng upward (Fi g. 159).
(18) I nstal l cl utch hub and cl utch pack on di rect
cl utch spri ng (Fi g. 160). Be sure hub i s started on
sun gear spl i nes before proceedi ng.
WARNING: THE NEXT STEP IN GEARTRAIN
ASSEMBLY INVOLVES COMPRESSING THE DIRECT
CLUTCH HUB AND SPRING. IT IS EXTREMELY
IMPORTANT THAT PROPER EQUIPMENT BE USED
TO COMPRESS THE SPRING AS SPRING FORCE IS
APPROXIMATELY 830 POUNDS. USE COMPRES-
SOR TOOL C-6227-1 AND A HYDRAULIC-TYPE
SHOP PRESS WITH A MINIMUM RAM TRAVEL OF 6
INCHES. THE PRESS MUST ALSO HAVE A BED
THAT CAN BE ADJUSTED UP OR DOWN AS
REQUIRED. RELEASE CLUTCH SPRING TENSION
SLOWLY AND COMPLETELY TO AVOID PERSONAL
INJURY.
(19) Posi ti on Compressor Tool 6227-1 on cl utch
hub.
(20) Compress cl utch hub and spri ng just enough
to pl ace tensi on on hub and hol d i t i n pl ace.
(21) Sl owl y compress cl utch hub and spri ng. Com-
press spri ng and hub onl y enough to expose ri ng
grooves for cl utch pack snap-ri ng and cl utch hub
retai ni ng ri ng.
(22) Real i gn cl utch pack on hub and seat cl utch
di scs and pl ates i n cl utch drum.
(23) I nstal l di rect cl utch pack snap-ri ng (Fi g. 161).
Be very sure snap-ri ng i s ful l y seated i n cl utch drum
ri ng groove.
Fig. 161 Direct Clutch Pack Snap-Ring Installation
2 - DIRECT CLUTCH PACK SNAP-RING
Fig. 159 Correct Position Of Direct Clutch
1 - DIRECT CLUTCH PRESSURE PLATE
2 - CLUTCH PACK
3 - BE SURE SHOULDER SIDE OF PLATE FACES UPWARD
Fig. 160 Direct Clutch Pack And Clutch Hub
Installation
1 - CLUTCH HUB
2 - DIRECT CLUTCH PACK
3 - CLUTCH DRUM
(24) I nstal l cl utch hub retai ni ng ri ng (Fi g. 162). Be
very sure retai ni ng ri ng i s ful l y seated i n sun gear
ri ng groove.
(25) Sl owl y rel ease press ram, remove compressor
tool s and remove geartrai n assembl y.
GEAR CASE
(1) Posi ti on park pawl and spri ng i n case and
i nstal l park pawl shaft. Veri fy that end of spri ng
wi th 90 bend i s hooked to pawl and strai ght end of
spri ng i s seated agai nst case.
(2) I nstal l pawl shaft retai ni ng bol t. Ti ghten bol t
to 27 Nm (20 ft. l bs.) torque.
(3) I nstal l park l ock reacti on pl ug. Note that pl ug
has l ocati ng pi n at rear (Fi g. 163). Be sure pi n i s
seated i n hol e i n case before i nstal l i ng snap-ri ng.
(4) I nstal l reacti on pl ug snap-ri ng (Fi g. 164). Com-
press snap-ri ng onl y enough for i nstal l ati on; do not
di stort i t.
(5) Veri fy that tab ends of rear beari ng l ocati ng
ri ng extend i nto access hol e i n gear case (Fi g. 165).
(6) Support geartrai n on Tool 6227-1 (Fi g. 166). Be
sure tool i s securel y seated i n cl utch hub.
Fig. 165 Correct Rear Bearing Locating Ring
Position
1 - CASE ACCESS HOLE
2 - TAB ENDS OF LOCATING RING
Fig. 162 Clutch Hub Retaining Ring Installation
2 - CLUTCH HUB RETAINING RING
Fig. 163 Reaction Plug Locating Pin And Snap-Ring
1 - REACTION PLUG SNAP-RING (DO NOT OVERCOMPRESS
TO INSTALL)
2 - LOCATING PIN
3 - PARK LOCK REACTION PLUG
Fig. 164 Reaction Plug And Snap-Ring Installation
1 - REACTION PLUG SNAP-RING
2 - SNAP-RING PLIERS
(7) I nstal l overdri ve gear case on geartrai n (Fi g.
166).
(8) Expand front beari ng l ocati ng ri ng wi th snap-
ri ng pl i ers (Fi g. 167). Then sl i de case downward unti l
l ocati ng ri ng l ocks i n beari ng groove and rel ease
snap-ri ng.
(9) I nstal l l ocati ng ri ng access cover and gasket i n
overdri ve uni t case (Fi g. 168).
OVERDRIVE CLUTCH
NOTE: The overdrive clutch in a 48RE transmission
uses 5 or 6 clutch discs depending on the applica-
tion.
(1) I nstal l overdri ve cl utch reacti on ri ng fi rst.
Reacti on ri ng i s fl at wi th notched ends (Fi g. 169).
(2) For 5 di sc overdri ve cl utch versi ons, i nstal l
wave spri ng on top of reacti on ri ng (Fi g. 170). Reac-
ti on ri ng and wave ri ng both fi t i n same ri ng groove.
Use screwdri ver to seat each ri ng securel y i n groove.
Al so ensure that the ends of the two ri ngs are offset
from each other.
(3) Assembl e overdri ve cl utch pack.
(4) I nstal l overdri ve cl utch reacti on pl ate fi rst.
Fig. 166 Overdrive Gear Case Installation
1 - GEARTRAIN ASSEMBLY
2 - GEAR CASE
Fig. 167 Seating Locating Ring In Rear Bearing
1 - EXPAND BEARING LOCATING RING WITH SNAP-RING
PLIERS
2 - ACCESS HOLE
Fig. 168 Locating Ring Access Cover And Gasket
Installation
1 - TORX SCREWDRIVER (T25)
2 - ACCESS COVER SCREWS
Fig. 169 Overdrive Clutch Reaction Ring Installation
1 - REACTION RING
2 - CLUTCH HUB
Fig. 170 Overdrive Clutch Wave Spring Installation -
5 Disc Clutch Only
1 - WAVE SPRING
(5) I nstal l fi rst cl utch di sc fol l owed by fi rst cl utch
pl ate. Then i nstal l remai ni ng cl utch di scs and pl ates
i n same order.
(6) I nstal l cl utch pack pressure pl ate.
(7) I nstal l cl utch pack wi re-type retai ni ng ri ng
(Fi g. 171).
INTERMEDIATE SHAFT SPACER SELECTION
(1) Pl ace overdri ve uni t i n verti cal posi ti on. Mount
i t on bl ocks, or i n workbench wi th appropri ate si ze
mounti ng hol e cut i nto i t. Be sure uni t i s faci ng
upward for access to di rect cl utch hub. Al so be sure
output shaft i s not l oaded and i nternal components
are moved rearward for accurate measurement.
(2) Determi ne correct thi ckness i ntermedi ate shaft
spacer as fol l ows:
(a) I nsert Speci al Tool 6312 through sun gear,
pl anetary gear and i nto pi l ot bushi ng i n output
shaft. Be sure tool bottoms agai nst pl anetary
shoul der.
(b) Posi ti on Gauge Tool 6311 across face of over-
dri ve case (Fi g. 172). Then posi ti on Di al Cal i per
C-4962 over gauge tool .
(c) Extend sl i di ng scal e of di al cal i per downward
through gauge tool sl ot unti l scal e contacts end of
Gauge Al i gnment Tool 6312. Lock scal e i n pl ace.
Remove di al cal i per tool and note di stance mea-
sured (Fi g. 172).
(d) Sel ect proper thi ckness end pl ay spacer from
spacer chart based on di stance measured (Fi g.
173).
(e) Remove Gauge Al i gnment Tool 6312.
Fig. 171 Overdrive Clutch Pack Retaining Ring
Installation
1 - OVERDRIVE CLUTCH PACK RETAINING RING
Fig. 172 Shaft End Play Measurement
Fig. 173 Intermediate Shaft End Play Spacer
Selection
OD THRUST PLATE SELECTION
(1) Pl ace overdri ve uni t i n verti cal posi ti on. Mount
i t on bl ocks, or i n workbench wi th appropri ate si ze
mounti ng hol e cut i nto i t. Be sure uni t i s faci ng
upward for access to di rect cl utch hub. Al so be sure
output shaft i s not l oaded and i nternal components
are moved rearward for accurate measurement.
(2) Determi ne correct thi ckness overdri ve pi ston
thrust pl ate as fol l ows:
(a) Posi ti on Gauge Tool 6311 across face of over-
dri ve case. Then posi ti on Di al Cal i per C-4962 over
gauge tool (Fi g. 174).
(b) Measure di stance to cl utch hub thrust bear-
i ng seat at four poi nts 90 apart. Then average
measurements by addi ng them and di vi di ng by 4.
(c) Sel ect and i nstal l requi red thrust pl ate from
i nformati on i n thrust pl ate chart (Fi g. 175).
(3) Leave Al i gnment Tool 6227-2 i n pl ace. Tool wi l l
keep pl anetary and cl utch hub spl i nes i n al i gnment
unti l overdri ve uni t i s ready for i nstal l ati on on trans-
mi ssi on.
(4) Transmi ssi on speed sensor can be i nstal l ed at
thi s ti me i f desi red. However, i t i s recommended that
sensor not be i nstal l ed unti l after overdri ve uni t i s
secured to transmi ssi on.
OVERDRIVE PISTON
(1) I nstal l new seal s on overdri ve pi ston.
(2) Stand transmi ssi on case upri ght on bel l hous-
i ng.
(3) Posi ti on Gui de Ri ng 8114-1 on outer edge of
overdri ve pi ston retai ner.
(4) Posi ti on Seal Gui de 8114-3 on i nner edge of
(5) I nstal l overdri ve pi ston i n overdri ve pi ston
retai ner by:
(a) Al i gni ng l ocati ng l ugs on overdri ve pi ston to
the two mati ng hol es i n retai ner.
(b) Lubri cate overdri ve pi ston seal s wi th Mopar
ATF+4.
(c) I nstal l pi ston over Seal Gui de 8114-3 and
i nsi de Gui de Ri ng 8114-1.
(d) Push overdri ve pi ston i nto posi ti on i n
retai ner.
(e) Veri fy that the l ocati ng l ugs entered the l ug
bores i n the retai ner.
(6) I nstal l i ntermedi ate shaft spacer on i ntermedi -
ate shaft.
(7) I nstal l overdri ve pi ston thrust pl ate on over-
dri ve pi ston.
(8) I nstal l overdri ve pi ston thrust beari ng on over-
dri ve pi ston.
(9) I nstal l transmi ssi on speed sensor and o-ri ng
seal i n overdri ve case.
Fig. 174 Overdrive Piston Thrust Plate Measurement
2 - DIRECT CLUTCH HUB THRUST BEARING SEAT
Fig. 175 Overdrive Piston Thrust Plate Selection
INSTALLATION
(1) Be sure overdri ve uni t Al i gnment Tool 6227-2
i s ful l y seated before movi ng uni t. I f tool i s not
seated and gear spl i nes rotate out of al i gnment, over-
dri ve uni t wi l l have to be di sassembl ed i n order to
real i gn spl i nes.
(2) I f overdri ve pi ston retai ner was not removed
duri ng servi ce and ori gi nal case gasket i s no l onger
reusabl e, prepare new gasket by tri mmi ng i t.
(3) Cut out ol d case gasket around pi ston retai ner
wi th razor kni fe (Fi g. 176).
(4) Use ol d gasket as templ ate and tri m new gas-
ket to fi t.
(5) Posi ti on new gasket over pi ston retai ner and
on transmi ssi on case. Use petrol eum jel l y to hol d
gasket i n pl ace i f necessary. Do not use any type of
seal er to secure gasket. Use petrol eum jel l y onl y.
(6) I nstal l sel ecti ve spacer on i ntermedi ate shaft, i f
removed. Spacer goes i n groove just rearward of
shaft rear spl i nes (Fi g. 177).
(7) I nstal l thrust beari ng i n overdri ve uni t sl i di ng
hub. Use petrol eum jel l y to hol d beari ng i n posi ti on.
CAUTION: Be sure the shoulder on the inside diam-
eter of the bearing is facing forward.
(8) Veri fy that spl i nes i n overdri ve pl anetary gear
and overrunni ng cl utch hub are al i gned wi th Al i gn-
ment Tool 6227-2. Overdri ve uni t cannot be i nstal l ed
i f spl i nes are not al i gned. I f spl i nes have rotated out
of al i gnment, uni t wi l l have to be di sassembl ed to
(9) Careful l y sl i de Al i gnment Tool 6227-2 out of
overdri ve pl anetary gear and overrunni ng cl utch
spl i nes.
(10) Rai se overdri ve uni t and careful l y sl i de i t
strai ght onto i ntermedi ate shaft. I nsert park rod i nto
park l ock reacti on pl ug at same ti me. Avoi d ti l ti ng
overdri ve duri ng i nstal l ati on as thi s coul d cause
pl anetary gear and overrunni ng cl utch spl i nes to
rotate out of al i gnment. I f thi s occurs, i t wi l l be nec-
essary to remove and di sassembl e overdri ve uni t to
(11) Work overdri ve uni t forward on i ntermedi ate
shaft unti l seated agai nst transmi ssi on case.
(12) I nstal l bol ts attachi ng overdri ve uni t to trans-
mi ssi on uni t. Ti ghten bol ts i n di agonal pattern to 34
Nm (25 ft-l bs).
(13) Connect the transmi ssi on speed sensor and
overdri ve wi ri ng connectors.
(14) I nstal l the transfer case, i f equi pped.
(15) Al i gn and i nstal l rear propel l er shaft, i f nec-
essary. (Refer to 3 - DI FFERENTI AL & DRI VELI NE/
PROPELLER SHAFT/PROPELLER SHAFT -
I NSTALLATI ON)
Fig. 176 Trimming Overdrive Case Gasket
1 - GASKET
2 - SHARP KNIFE
Fig. 177 Intermediate Shaft Selective Spacer
Location
1 - SELECTIVE SPACER
2 - SPACER GROOVE
OVERRUNNING CLUTCH
CAM/OVERDRIVE PISTON
RETAINER
DESCRIPTION
The overrunni ng cl utch (Fi g. 178) consi sts of an
i nner race, an outer race (or cam), rol l ers and
spri ngs, and the spri ng retai ner. The number of rol l -
ers and spri ngs depends on what transmi ssi on and
whi ch overrunni ng cl utch i s bei ng deal t wi th.
OPERATION
As the i nner race i s rotated i n a cl ockwi se di recti on
(as vi ewed from the front of the transmi ssi on), the
race causes the rol l ers to rol l toward the spri ngs,
causi ng them to compress agai nst thei r retai ner. The
compressi on of the spri ngs i ncreases the cl earance
between the rol l ers and cam. Thi s i ncreased cl ear-
ance between the rol l ers and cam resul ts i n a free-
wheel i ng condi ti on. When the i nner race attempts to
rotate countercl ockwi se, the acti on causes the rol l ers
to rol l i n the same di recti on as the race, ai ded by the
pushi ng of the spri ngs. As the rol l ers try to move i n
the same di recti on as the i nner race, they are
wedged between the i nner and outer races due to the
desi gn of the cam. I n thi s condi ti on, the cl utch i s
l ocked and acts as one uni t.
DISASSEMBLY
(1) Remove the overdri ve pi ston (Fi g. 179).
(2) Remove the overdri ve pi ston retai ner bol ts.
(3) Remove overdri ve pi ston retai ner.
(4) Remove case gasket.
(5) Tap ol d cam out of case wi th pi n punch. I nsert
punch through bol t hol es at rear of case (Fi g. 180).
Al ternate posi ti on of punch to avoi d cocki ng cam dur-
i ng removal .
(6) Cl ean cl utch cam bore and case. Be sure to
remove al l chi ps/shavi ngs generated duri ng cam
removal .
CLEANING
Cl ean the overrunni ng cl utch assembl y, cl utch cam,
l ow-reverse drum, and overdri ve pi ston retai ner i n
sol vent. Dry them wi th compressed ai r after cl ean-
i ng.
Fig. 178 Overrunning Clutch
1 - OUTER RACE (CAM)
2 - ROLLER
3 - SPRING
4 - SPRING RETAINER
5 - INNER RACE (HUB)
Fig. 179 Overdrive Piston Removal
1 - OVERDRIVE CLUTCH PISTON
3 - SELECTIVE SPACER
4 - PISTON RETAINER
Fig. 180 Overrunning Clutch Cam
1 - PIN PUNCH
2 - REAR SUPPORT BOLT HOLES
INSPECTION
I nspect condi ti on of each cl utch part after cl eani ng.
Repl ace the overrunni ng cl utch rol l er and spri ng
assembl y i f any rol l ers or spri ngs are worn or dam-
aged, or i f the rol l er cage i s di storted, or damaged.
Repl ace the cam i f worn, cracked or damaged.
Repl ace the l ow-reverse drum i f the cl utch race,
rol l er surface or i nsi de di ameter i s scored, worn or
damaged. Do not remove the clutch race from
the low-reverse drum under any circumstances.
Replace the drum and race as an assembly if
either component is damaged.
Exami ne the overdri ve pi ston retai ner careful l y for
wear, cracks, scori ng or other damage. Be sure the
retai ner hub i s a snug fi t i n the case and drum.
Repl ace the retai ner i f worn or damaged.
ASSEMBLY
(1) Temporari l y i nstal l overdri ve pi ston retai ner i n
case. Use 3-4 bol ts to secure retai ner.
(2) Al i gn and start new cl utch cam i n the trans-
mi ssi on case. Be sure serrati ons on cam and i n case
are al i gned (Fi g. 181). Then tap cam i nto case just
enough to hol d i t i n pl ace.
(3) Veri fy that cam i s correctl y posi ti oned before
proceedi ng any further. Narrow ends of cam ramps
shoul d be to l eft when cam i s vi ewed from front end
of case (Fi g. 181).
(4) I nsert Adapter Tool SP-5124 from I nstal l er/Re-
mover C-3863-A i nto pi ston retai ner (Fi g. 182).
(5) Assembl e Pul l er Bol t SP-3701 and Press Pl ate
SP-3583-A (Fi g. 183).
Fig. 181 Positioning Replacement Clutch Cam In
Case
1 - ALIGN SERRATIONS ON CAM AND IN CASE
2 - CLUTCH CAM
Fig. 182 Positioning Adapter Tool In Overdrive
Piston Retainer
1 - PISTON RETAINER
2 - SPECIAL TOOL SP-5124
Fig. 183 Assembling Clutch Cam Puller Bolt And
Press Plate
1 - PULLER BOLT SP-3701
2 - PRESS PLATE SP-3583-A
OVERRUNNING CLUTCH CAM/OVERDRIVE PISTON RETAINER (Continued)
(6) I nstal l assembl ed pul l er pl ate and bol t (Fi g.
184). I nsert bol t through cam, case and adapter tool .
Be sure pl ate i s seated squarel y on cam.
(7) Hol d pul l er pl ate and bol t i n pl ace and i nstal l
pul l er nut SP-3701 on pul l er bol t (Fi g. 185).
(8) Ti ghten pul l er nut to press cl utch cam i nto
case (Fi g. 185). Be sure cam i s pressed i nto case
evenl y and does not become cocked.
(9) Remove cl utch cam i nstal l er tool s.
(10) Stake case i n 14 pl aces around cl utch cam to
hel p secure cam i n case. Use bl unt punch or chi sel to
stake case.
(11) Remove pi ston retai ner from case. Cover
retai ner wi th pl asti c sheeti ng, or paper to keep i t
dust free.
(12) Cl ean case and cam thoroughl y. Be sure any
chi ps/shavi ngs generated duri ng cam i nstal l ati on are
removed from case.
(13) I nstal l new gasket at rear of transmi ssi on
case. Use petrol eum jel l y to hol d gasket i n pl ace. Be
sure to al i gn governor feed hol es i n gasket wi th feed
passages i n case (Fi g. 186). Al so i nstal l gasket before
overdri ve pi ston retai ner. Center hol e i n gasket i s
smal l er than retai ner and cannot be i nstal l ed over
retai ner.
Fig. 186 Installing/Aligning Case Gasket
1 - CASE GASKET
2 - BE SURE GOVERNOR TUBE FEED HOLES IN CASE AND
GASKET ARE ALIGNED
Fig. 184 Positioning Puller Plate On Clutch Cam
2 - BE SURE PLATE SP-3583-A IS SEATED SQUARELY ON CAM
Fig. 185 Pressing Overrunning Clutch Cam Into
Case
1 - SPECIAL TOOL SP-3583-A
2 - TIGHTEN NUT TO DRAW CAM INTO CASE (NUT IS PART OF
BOLT SP-3701)
(14) Posi ti on overdri ve pi ston retai ner on trans-
mi ssi on case and al i gn bol t hol es i n retai ner, gasket
and case (Fi g. 187). Then i nstal l and ti ghten retai ner
bol ts to 17 Nm (13 ft. l bs.) torque.
(15) I nstal l new seal s on overdri ve pi ston.
(16) Stand transmi ssi on case upri ght on bel l hous-
i ng.
(17) Posi ti on Gui de Ri ng 8114-1 on outer edge of
(18) Posi ti on Seal Gui de 8114-3 on i nner edge of
(19) I nstal l overdri ve pi ston i n overdri ve pi ston
retai ner by: al i gni ng l ocati ng l ugs on overdri ve pi ston
to the two mati ng hol es i n retai ner.
(a) Al i gni ng l ocati ng l ugs on overdri ve pi ston to
the two mati ng hol es i n retai ner.
(b) Lubri cate overdri ve pi ston seal s wi th Mopar
Door Ease, or equi val ent.
(c) I nstal l pi ston over Seal Gui de 8114-3 and
i nsi de Gui de Ri ng 8114-1.
(d) Push overdri ve pi ston i nto posi ti on i n
retai ner.
(e) Veri fy that the l ocati ng l ugs entered the l ug
bores i n the retai ner.
PISTONS
DESCRIPTION
There are several si zes and types of pi stons used i n
an automati c transmi ssi on. Some pi stons are used to
appl y cl utches, whi l e others are used to appl y bands.
They al l have i n common the fact that they are
round or ci rcul ar i n shape, l ocated wi thi n a smooth
wal l ed cyl i nder, whi ch i s cl osed at one end and con-
verts fl ui d pressure i nto mechani cal movement. The
fl ui d pressure exerted on the pi ston i s contai ned
wi thi n the system through the use of pi ston ri ngs or
seal s.
OPERATION
The pri nci pal whi ch makes thi s operati on possi bl e
i s known as Pascal s Law. Pascal s Law can be stated
as: Pressure on a confi ned fl ui d i s transmi tted
equal l y i n al l di recti ons and acts wi th equal force on
equal areas.
PRESSURE
Pressure (Fi g. 188) i s nothi ng more than force
(l bs.) di vi ded by area (i n or ft.), or force per uni t
area. Gi ven a 100 l b. bl ock and an area of 100 sq. i n.
on the fl oor, the pressure exerted by the bl ock i s: 100
l bs. 100 i n or 1 pound per square i nch, or PSI as i t i s
commonl y referred to.
Fig. 187 Aligning Overdrive Piston Retainer
1 - PISTON RETAINER
2 - GASKET
3 - RETAINER BOLTS
Fig. 188 Force and Pressure Relationship
PRESSURE ON A CONFINED FLUID
Pressure i s exerted on a confi ned fl ui d (Fi g. 189)
by appl yi ng a force to some gi ven area i n contact
wi th the fl ui d. A good exampl e of thi s i s a cyl i nder
fi l l ed wi th fl ui d and equi pped wi th a pi ston that i s
cl osel y fi tted to the cyl i nder wal l . I f a force i s appl i ed
to the pi ston, pressure wi l l be devel oped i n the fl ui d.
Of course, no pressure wi l l be created i f the fl ui d i s
not confi ned. I t wi l l si mpl y l eak past the pi ston.
There must be a resi stance to fl ow i n order to create
pressure. Pi ston seal i ng i s extremel y i mportant i n
hydraul i c operati on. Several ki nds of seal s are used
to accompl i sh thi s wi thi n a transmi ssi on. These
i ncl ude but are not l i mi ted to O-ri ngs, D-ri ngs, l i p
seal s, seal i ng ri ngs, or extremel y cl ose tol erances
between the pi ston and the cyl i nder wal l . The force
exerted i s downward (gravi ty), however, the pri nci pl e
remai ns the same no matter whi ch di recti on i s taken.
The pressure created i n the fl ui d i s equal to the force
appl i ed, di vi ded by the pi ston area. I f the force i s 100
l bs., and the pi ston area i s 10 sq. i n., then the pres-
sure created equal s 10 PSI . Another i nterpretati on of
Pascal s Law i s that regardl ess of contai ner shape or
si ze, the pressure wi l l be mai ntai ned throughout, as
l ong as the fl ui d i s confi ned. I n other words, the
pressure i n the fl ui d i s the same everywhere wi thi n
the contai ner.
FORCE MULTIPLICATION
Usi ng the 10 PSI exampl e used i n the i l l ustrati on
(Fi g. 190), a force of 1000 l bs. can be moved wi th a
force of onl y 100 l bs. The secret of force mul ti pl i ca-
ti on i n hydraul i c systems i s the total fl ui d contact
area empl oyed. The i l l ustrati on, (Fi g. 190), shows an
area that i s ten ti mes l arger than the ori gi nal area.
The pressure created wi th the smal l er 100 l b. i nput
i s 10 PSI . The concept pressure i s the same every-
where means that the pressure underneath the
l arger pi ston i s al so 10 PSI . Pressure i s equal to the
force appl i ed di vi ded by the contact area. Therefore,
by means of si mpl e al gebra, the output force may be
found. Thi s concept i s extremel y i mportant, as i t i s
al so used i n the desi gn and operati on of al l shi ft
val ves and l i mi ti ng val ves i n the val ve body, as wel l
as the pi stons, of the transmi ssi on, whi ch acti vate
the cl utches and bands. I t i s nothi ng more than
usi ng a di fference of area to create a di fference i n
pressure to move an object.
Fig. 189 Pressure on a Confined Fluid
Fig. 190 Force Multiplication
PISTONS (Continued)
PISTON TRAVEL
The rel ati onshi p between hydraul i c l ever and a
mechani cal l ever i s the same. Wi th a mechani cal
l ever i ts a wei ght-to-di stance output rather than a
pressure-to-area output. Usi ng the same forces and
areas as i n the previ ous exampl e, the smal l er pi ston
(Fi g. 191) has to move ten ti mes the di stance
requi red to move the l arger pi ston one i nch. There-
fore, for every i nch the l arger pi ston moves, the
smal l er pi ston moves ten i nches. Thi s pri nci pl e i s
true i n other i nstances al so. A common garage fl oor
jack i s a good exampl e. To rai se a car wei ghi ng 2000
l bs., an effort of onl y 100 l bs. may be requi red. For
every i nch the car moves upward, the i nput pi ston at
the jack handl e must move 20 i nches downward.
PLANETARY GEARTRAIN/
OUTPUT SHAFT
DESCRIPTION
The pl anetary gearsets (Fi g. 192) are desi gnated as
the front, rear, and overdri ve pl anetary gear assem-
bl i es and l ocated i n such order. A si mpl e pl anetary
gearset consi sts of three mai n members:
The sun gear whi ch i s at the center of the sys-
tem.
The pl anet carri er wi th pl anet pi ni on gears
whi ch are free to rotate on thei r own shafts and are
i n mesh wi th the sun gear.
The annul us gear, whi ch rotates around and i s
i n mesh wi th the pl anet pi ni on gears.
NOTE: The number of pinion gears does not affect
the gear ratio, only the duty rating.
OPERATION
Wi th any gi ven pl anetary gearset, several condi -
ti ons must be met for power to be abl e to fl ow:
One member must be hel d.
Another member must be dri ven or used as an
i nput.
The thi rd member may be used as an output for
power fl ow.
For di rect dri ve to occur, two gear members i n
the front pl anetary gearset must be dri ven.
NOTE: Gear ratios are dependent on the number of
teeth on the annulus and sun gears.
Fig. 191 Piston Travel
Fig. 192 Planetary Gearset
1 - ANNULUS GEAR
2 - SUN GEAR
3 - PLANET CARRIER
4 - PLANET PINIONS (4)
PISTONS (Continued)
DISASSEMBLY
(1) Remove pl anetary snap-ri ng from i ntermedi ate
shaft (Fi g. 193). Di scard snap-ri ng as i t i s not reus-
abl e.
(2) Remove front pl anetary gear and front annul us
gear as assembl y (Fi g. 194).
(3) Remove front pl anetary gear and thrust
washer from front annul us gear (Fi g. 195). Note
thrust washer posi ti on for assembl y reference.
(4) Remove tabbed thrust washer from dri vi ng
shel l (Fi g. 196). Note washer posi ti on for assembl y
reference.
Fig. 193 Removing Planetary Snap-Ring
1 - PLANETARY SNAP-RING
Fig. 194 Removing Front Planetary And Annulus
Gears
1 - DRIVING SHELL
2 - FRONT ANNULUS GEAR
3 - FRONT PLANETARY GEAR
Fig. 195 Disassembling Front Planetary And
Annulus Gears
2 - TABBED THRUST WASHER
4 - TORLON BUSHING
Fig. 196 Driving Shell Thrust Washer Removal
1 - DRIVING SHELL
3 - SUN GEAR
PLANETARY GEARTRAIN/OUTPUT SHAFT (Continued)
(5) Remove sun gear and dri vi ng shel l as assembl y
(Fi g. 197).
(6) Remove tabbed thrust washer from rear pl ane-
tary gear (Fi g. 198). Note washer posi ti on on gear for
assembl y reference.
(7) Remove rear pl anetary gear and rear annul us
gear from i ntermedi ate shaft (Fi g. 199).
(8) Remove thrust washer from rear pl anetary
gear (Fi g. 200).
INSPECTION
I nspect the pl anetary gear sets and annul us gears.
The pl anetary pi ni ons, shafts, washers, and retai ni ng
pi ns are servi ceabl e. However, i f a pi ni on carri er i s
damaged, the enti re pl anetary gear set must be
repl aced as an assembl y.
Repl ace the annul us gears i f the teeth are chi pped,
broken, or worn, or the gear i s cracked. Repl ace the
pl anetary thrust pl ates and the tabbed thrust wash-
ers i f cracked, scored or worn.
I nspect the machi ned surfaces of the i ntermedi ate
shaft. Be sure the oi l passages are open and cl ear.
Repl ace the shaft i f scored, pi tted, or damaged.
I nspect the sun gear and dri vi ng shel l . I f ei ther
component i s worn or damaged, remove the sun gear
rear retai ni ng ri ng and separate the sun gear and
thrust pl ate from the dri vi ng shel l . Then repl ace the
necessary component.
Repl ace the sun gear as an assembl y i f the gear
teeth are chi pped or worn. Al so repl ace the gear as
an assembl y i f the bushi ngs are scored or worn. The
sun gear bushi ngs are not servi ceabl e. Repl ace the
Fig. 197 Sun Gear And Driving Shell Removal
2 - DRIVING SHELL
3 - SUN GEAR
Fig. 198 Rear Planetary Thrust Washer Removal
1 - SUN GEAR
2 - REAR PLANETARY THRUST WASHER
3 - DRIVING SHELL
Fig. 199 Rear Planetary And Annulus Gear Removal
2 - REAR ANNULUS GEAR
3 - REAR PLANETARY GEAR
Fig. 200 Rear Annulus Thrust Washer Removal
2 - THRUST WASHER
thrust pl ate i f worn, or severel y scored. Repl ace the
dri vi ng shel l i f di storted, cracked, or damaged i n any
way.
Repl ace al l snap-ri ngs duri ng geartrai n assembl y.
Reusi ng snap-ri ngs i s not recommended.
ASSEMBLY
(1) Lubri cate sun gear and pl anetary gears wi th
transmi ssi on fl ui d duri ng assembl y. Use petrol eum
jel l y to l ubri cate i ntermedi ate shaft bushi ng surfaces,
thrust washers and thrust pl ates and to hol d these
parts i n pl ace duri ng assembl y.
(2) I nstal l front snap-ri ng on sun gear and i nstal l
gear i n dri vi ng shel l . Then i nstal l thrust pl ate over
sun gear and agai nst rear si de of dri vi ng shel l (Fi g.
201). I nstal l rear snap-ri ng to secure sun gear and
thrust pl ate i n dri vi ng shel l . Note that the l arge I D
chamfer on the sun gear goes forward.
(3) I nstal l rear annul us gear on i ntermedi ate shaft
(Fi g. 202).
(4) I nstal l thrust washer to rear pl anetary gear
(Fi g. 203) usi ng petrol eum jel l y. Be sure washer i s
seated agai nst corner wi tht teh tabs compl etel y i n
the l ocati ng hol es.
(5) I nstal l rear pl anetary gear i n rear annul us
gear (Fi g. 204). Be sure pl anetary carri er i s seated
agai nst annul us gear.
Fig. 202 Installing Rear Annulus Gear On
Intermediate Shaft
2 - OUTPUT SHAFT
Fig. 203 Installing Rear Annulus Thrust Washer
2 - THRUST WASHER
Fig. 204 Installing Rear Planetary Gear
Fig. 201 Sun Gear Installation
1 - DRIVING SHELL
2 - SUN GEAR
3 - THRUST PLATE
4 - SUN GEAR REAR RETAINING RING
(6) I nstal l tabbed thrust washer on front face of
rear pl anetary gear (Fi g. 205). Seat washer tabs i n
matchi ng sl ots i n face of gear carri er. Use extra
petrol eum jel l y to hol d washer i n pl ace i f desi red.
(7) Lubri cate sun gear bushi ngs wi th petrol eum
jel l y or transmi ssi on fl ui d.
(8) I nstal l sun gear and dri vi ng shel l on i nterme-
di ate shaft (Fi g. 206). Seat shel l agai nst rear pl ane-
tary gear. Veri fy that thrust washer on pl anetary
gear was not di spl aced duri ng i nstal l ati on.
(9) I nstal l tabbed thrust washer i n dri vi ng shel l
(Fi g. 207), be sure washer tabs are seated i n tab sl ots
of dri vi ng shel l . Use extra petrol eum jel l y to hol d
washer i n pl ace i f desi red.
(10) I nstal l tabbed thrust washer on front pl ane-
tary gear (Fi g. 208). Seat washer tabs i n matchi ng
sl ots i n face of gear carri er. Use extra petrol eum jel l y
to hol d washer i n pl ace i f desi red.
(11) I nstal l the torl on bushi ng onto the front pl an-
etary carri er hub.
Fig. 205 Installing Rear Planetary Thrust Washer
Fig. 206 Installing Sun Gear And Driving Shell
1 - OUTPUT SHAFT
2 - DRIVING SHELL
4 - OUTPUT SHAFT
5 - SUN GEAR
Fig. 207 Installing Driving Shell Thrust Washer
1 - TAB SLOTS (3)
2 - DRIVING SHELL
Fig. 208 Installing Thrust Washer On Front
Planetary Gear
(12) I nstal l front annul us gear over and onto front
pl anetary gear (Fi g. 209). Be sure gears are ful l y
meshed and seated.
(13) I nstal l front pl anetary and annul us gear
assembl y (Fi g. 210). Hol d gears together and sl i de
them onto shaft. Be sure pl anetary pi ni ons are
seated on sun gear and that pl anetary carri er i s
seated on i ntermedi ate shaft.
(14) Pl ace geartrai n i n upri ght posi ti on. Rotate
gears to be sure al l components are seated and prop-
erl y assembl ed. Snap-ri ng groove at forward end of
i ntermedi ate shaft wi l l be compl etel y exposed when
components are assembl ed correctl y.
(15) I nstal l new pl anetary snap-ri ng i n groove at
end of i ntermedi ate shaft (Fi g. 211).
(16) Turn pl anetary geartrai n over. Posi ti on wood
bl ock under front end of i ntermedi ate shaft and sup-
port geartrai n on shaft. Be sure al l geartrai n parts
have moved forward agai nst pl anetary snap-ri ng.
Thi s i s i mportant for accurate end pl ay check.
Fig. 209 Assembling Front Planetary And
Annulus Gears
Fig. 210 Installing Front Planetary And Annulus
Gear Assembly
1 - DRIVING SHELL
2 - ASSEMBLED FRONT PLANETARY AND ANNULUS GEARS
Fig. 211 Installing Planetary Snap
1 - SNAP-RING PLIERS
2 - PLANETARY SNAP-RING
(17) Check pl anetary geartrai n end pl ay wi th
feel er gauge (Fi g. 212). I nsert gauge between rear
annul us gear and shoul der on i ntermedi ate shaft as
shown. End pl ay shoul d be 0.15 to 1.22 mm (0.006 to
0.048 i n.).
(18) I f end pl ay i s i ncorrect, i nstal l thi nner/thi cker
pl anetary snap-ri ng as needed.
REAR CLUTCH
DESCRIPTION
The rear cl utch assembl y (Fi g. 213) i s composed of
the rear cl utch retai ner, pressure pl ate, cl utch pl ates,
dri vi ng di scs, pi ston, Bel l evi l l e spri ng, and snap-
ri ngs. The Bel l evi l l e spri ng acts as a l ever to mul ti -
pl y the force appl i ed on to i t by the appl y pi ston. The
i ncreased appl y force on the rear cl utch pack, i n com-
pari son to the front cl utch pack, i s needed to hol d
agai nst the greater torque l oad i mposed onto the rear
pack. The rear cl utch i s di rectl y behi nd the front
cl utch and i s consi dered a dri vi ng component.
NOTE: The number of discs and plates may vary
with each engine and vehicle combination.
Fig. 212 Checking Planetary Geartrain End Play
1 - OUTPUT SHAFT
3 - FEELER GAUGE
Fig. 213 Rear Clutch Components
1 - REAR CLUTCH RETAINER 11 - REACTION PLATE
2 - TORLON SEAL RINGS 12 - CLUTCH PLATES
3 - INPUT SHAFT 13 - WAVE SPRING
4 - PISTON RETAINER 14 - SPACER RING
5 - OUTPUT SHAFT THRUST WASHER 15 - PISTON
6 - INNER PISTON SEAL 16 - OUTER PISTON SEAL
7 - PISTON SPRING 17 - REAR SEAL RING
8 - PRESSURE PLATE 18 - FIBER THRUST WASHER
9 - CLUTCH DISCS 19 - RETAINING RING
10 - SNAP-RING (SELECTIVE)
OPERATION
the cl utch retai ner and pi ston. The fl ui d pressure i s
cl utch through the hub of the reacti on shaft support.
Wi th pressure appl i ed between the cl utch retai ner
and pi ston, the pi ston moves away from the cl utch
retai ner and compresses the cl utch pack. Thi s acti on
appl i es the cl utch pack, al l owi ng torque to fl ow
through the i nput shaft i nto the dri vi ng di scs, and
i nto the cl utch pl ates and pressure pl ate that are
l ugged to the cl utch retai ner. The waved spri ng i s
used to cushi on the appl i cati on of the cl utch pack.
The snap-ri ng i s sel ecti ve and used to adjust cl utch
pack cl earance.
When pressure i s rel eased from the pi ston, the
spri ng returns the pi ston to i ts ful l y rel eased posi ti on
and di sengages the cl utch. The rel ease spri ng al so
hel ps to cushi on the appl i cati on of the cl utch assem-
bl y. When the cl utch i s i n the process of bei ng
rel eased by the rel ease spri ng, fl ui d fl ows through a
vent and one-way bal l -check-val ve l ocated i n the pi s-
ton. The check-val ve i s needed to el i mi nate the pos-
si bi l i ty of pl ate drag caused by centri fugal force
acti ng on the resi dual fl ui d trapped i n the cl utch pi s-
ton retai ner.
DISASSEMBLY
(1) Remove fi ber thrust washer from forward si de
of cl utch retai ner.
(2) Remove i nput shaft front and rear seal ri ngs.
(3) Remove sel ecti ve cl utch pack snap-ri ng (Fi g.
214).
(4) Remove the reacti on pl ate, cl utch di scs, steel
pl ates, pressure pl ate, wave spri ng, spacer ri ng, and
pi ston spri ng (Fi g. 214).
(5) Remove cl utch pi ston wi th rotati ng moti on.
(6) Remove and di scard pi ston seal s.
(7) Remove i nput shaft retai ni ng ri ng. I t may be
necessary to press the i nput shaft i n sl i ghtl y to
rel i eve tensi on on the retai ni ng ri ng
(8) Press i nput shaft out of retai ner wi th shop
press and sui tabl e si ze press tool . Use a sui tabl y
si zed press tool to support the retai ner as cl ose to the
i nput shaft as possi bl e.
CLEANING
Cl ean the cl utch components wi th sol vent and dry
them wi th compressed ai r. Do not use rags or shop
towel s to dry any of the cl utch parts. Li nt from such
materi al s wi l l adhere to component surfaces and
coul d restri ct or bl ock fl ui d passages after assembl y.
INSPECTION
Repl ace the cl utch di scs i f warped, worn, scored,
burned/charred, the l ugs are damaged, or i f the fac-
i ng i s fl aki ng off. Repl ace the top and bottom pres-
sure pl ates i f scored, warped, or cracked. Be sure the
dri vi ng l ugs on the pressure and cl utch pl ates are
al so i n good condi ti on. The l ugs must not be bent,
cracked or damaged i n any way.
Repl ace the pi ston spri ng and wave spri ng i f ei ther
part i s di storted, warped or broken.
Check the l ug grooves i n the cl utch retai ner. The
cl utch and pressure pl ates shoul d sl i de freel y i n the
sl ots. Repl ace the retai ner i f the grooves are worn or
damaged. Al so check acti on of the check bal l s i n the
retai ner and pi ston. Each check bal l must move
freel y and not sti ck.
Repl ace the retai ner bushi ng i f worn, scored, or
doubt exi sts about bushi ng condi ti on.
I nspect the pi ston and retai ner seal surfaces for
ni cks or scratches. Mi nor scratches can be removed
wi th crocus cl oth. However, repl ace the pi ston and/or
retai ner i f the seal surfaces are seri ousl y scored.
Check condi ti on of the fi ber thrust washer and
metal output shaft thrust washer. Repl ace ei ther
washer i f worn or damaged.
Check condi ti on of the seal ri ngs on the i nput shaft
and cl utch retai ner hub. Repl ace the seal ri ngs onl y
i f worn, di storted, or damaged. The i nput shaft front
seal ri ng i s tefl on wi th chamfered ends. The rear ri ng
i s metal wi th i nterl ocki ng ends.
Check the i nput shaft for wear, or damage. Repl ace
the shaft i f worn, scored or damaged i n any way.
REAR CLUTCH (Continued)
ASSEMBLY
(1) Soak cl utch di scs i n transmi ssi on fl ui d whi l e
assembl i ng other cl utch parts.
(2) I nstal l new seal ri ngs on cl utch retai ner hub
and i nput shaft i f necessary.
(a) Be sure cl utch hub seal ri ng i s ful l y seated i n
groove and i s not twi sted.
(3) Lubri cate spl i ned end of i nput shaft and cl utch
retai ner wi th transmi ssi on fl ui d. Then parti al l y press
i nput shaft i nto retai ner (Fi g. 215). Use a sui tabl y
si zed press tool to support retai ner as cl ose to i nput
shaft as possi bl e.
(4) I nstal l i nput shaft retai ni ng ri ng.
(5) Press the i nput shaft the remai nder of the way
i nto the cl utch retai ner.
(6) I nstal l new seal s on cl utch pi ston. Be sure l i p
of each seal faces i nteri or of cl utch retai ner.
(7) Lubri cate l i p of pi ston seal s wi th generous
quanti ty of Mopar Door Ease. Then l ubri cate
retai ner hub and bore wi th l i ght coat of transmi ssi on
fl ui d.
(8) I nstal l cl utch pi ston i n retai ner. Use twi sti ng
moti on to seat pi ston i n bottom of retai ner. A thi n
stri p of pl asti c (about 0.020 thi ck), can be used to
gui de seal s i nto pl ace i f necessary.
CAUTION: Never push the clutch piston straight in.
This will fold the seals over causing leakage and
clutch slip. In addition, never use any type of metal
tool to help ease the piston seals into place. Metal
tools will cut, shave, or score the seals.
(9) I nstal l pi ston spri ng i n retai ner and on top of
pi ston. Concave si de of spri ng faces downward
(toward pi ston).
Fig. 214 Rear Clutch Components
1 - REAR CLUTCH RETAINER 11 - REACTION PLATE
2 - TORLON SEAL RINGS 12 - CLUTCH PLATES
3 - INPUT SHAFT 13 - WAVE SPRING
4 - PISTON RETAINER 14 - SPACER RING
5 - OUTPUT SHAFT THRUST WASHER 15 - PISTON
6 - INNER PISTON SEAL 16 - OUTER PISTON SEAL
7 - PISTON SPRING 17 - REAR SEAL RING
8 - PRESSURE PLATE 18 - FIBER THRUST WASHER
9 - CLUTCH DISCS 19 - RETAINING RING
10 - SNAP-RING (SELECTIVE)
(10) I nstal l the spacer ri ng and wave spri ng i nto
the retai ner. Be sure spri ng i s compl etel y seated i n
retai ner groove.
(11) I nstal l pressure pl ate (Fi g. 214). Ri dged si de
of pl ate faces downward (toward pi ston) and fl at si de
toward cl utch pack.
(12) I nstal l fi rst cl utch di sc i n retai ner on top of
pressure pl ate. Then i nstal l a cl utch pl ate fol l owed
by a cl utch di sc unti l enti re cl utch pack i s i nstal l ed
(4 di scs and 3 pl ates are requi red) (Fi g. 214).
(13) I nstal l the reacti on pl ate.
(14) I nstal l sel ecti ve snap-ri ng. Be sure snap-ri ng
i s ful l y seated i n retai ner groove.
(15) Usi ng a sui tabl e gauge bar and di al i ndi cator,
measure cl utch pack cl earance (Fi g. 216).
(a) Posi ti on gauge bar across the cl utch drum
wi th the di al i ndi cator poi nter on the pressure
pl ate (Fi g. 216).
(b) Usi ng two smal l screw dri vers, l i ft the pres-
sure pl ate and rel ease i t.
(c) Zero the di al i ndi cator.
(d) Li ft the pressure pl ate unti l i t contacts the
snap-ri ng and record the di al i ndi cator readi ng.
Cl earance shoul d be 0.635 - 0.914 mm (0.025 -
0.036 i n.). I f cl earance i s i ncorrect, steel pl ates, di scs,
sel ecti ve snap ri ng and pressure pl ates may have to
be changed.
The sel ecti ve snap ri ng thi cknesses are:
0.107 - 0.109 i n.
0.098 - 0.100 i n.
0.095 - 0.097 i n.
0.083 - 0.085 i n.
0.076 - 0.078 i n.
0.071 - 0.073 i n.
0.060 - 0.062 i n.
(16) Coat rear cl utch thrust washer wi th petro-
l eum jel l y and i nstal l washer over i nput shaft and
i nto cl utch retai ner (Fi g. 217). Use enough petrol eum
jel l y to hol d washer i n pl ace.
(17) Set rear cl utch asi de for i nstal l ati on duri ng
fi nal assembl y.
Fig. 215 Pressing Input Shaft Into Rear Clutch
Retainer
1 - INPUT SHAFT
2 - REAR CLUTCH RETAINER
3 - PRESS RAM Fig. 216 Checking Rear Clutch Pack Clearance
1 - DIAL INDICATOR
2 - PRESSURE PLATE
3 - SNAP-RING
4 - STAND
5 - REAR CLUTCH
6 - GAUGE BAR
Fig. 217 Installing Rear Clutch Thrust Washer
1 - REAR CLUTCH RETAINER
2 - REAR CLUTCH THRUST WASHER
REAR SERVO
DESCRIPTION
The rear (l ow/reverse) servo consi sts of a si ngl e
stage or di ameter pi ston and a spri ng l oaded pl ug.
The spri ng i s used to cushi on the appl i cati on of the
rear (l ow/reverse) band.
OPERATION
Whi l e i n the de-energi zed state (no pressure
appl i ed), the pi ston i s hel d up i n i ts bore by the pi s-
ton spri ng. The pl ug i s hel d down i n i ts bore, i n the
pi ston, by the pl ug spri ng. When pressure i s appl i ed
to the top of the pi ston, the pl ug i s forced down i n i ts
bore, taki ng up any cl earance. As the pi ston moves, i t
causes the pl ug spri ng to compress, and the pi ston
moves down over the pl ug. The pi ston conti nues to
move down unti l i t hi ts the shoul der of the pl ug and
ful l y appl i es the band. The peri od of ti me from the
i ni ti al appl i cati on, unti l the pi ston i s agai nst the
shoul der of the pl ug, represents a reduced shocki ng
of the band that cushi ons the shi ft.
DISASSEMBLY
(1) Remove smal l snap-ri ng and remove pl ug and
spri ng from servo pi ston (Fi g. 218).
(2) Remove and di scard servo pi ston seal ri ng.
CLEANING
Remove and di scard the servo pi ston seal ri ng (Fi g.
219). Then cl ean the servo components wi th sol vent
and dry wi th compressed ai r. Repl ace ei ther spri ng i f
col l apsed, di storted or broken. Repl ace the pl ug and
pi ston i f cracked, bent, or worn. Di scard the servo
snap-ri ngs and use new ones at assembl y.
ASSEMBLY
(1) Lubri cate pi ston and gui de seal s (Fi g. 220)
wi th petrol eum jel l y. Lubri cate other servo parts wi th
(2) I nstal l new seal ri ng on servo pi ston.
(3) Assembl e pi ston, pl ug, spri ng and new snap-
ri ng.
(4) Lubri cate pi ston seal l i p wi th petrol eum jel l y.
Fig. 218 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
1 - SNAP-RING
2 - PISTON SEAL
3 - PISTON PLUG
4 - SPRING RETAINER
5 - SNAP-RING
6 - PISTON SPRING
7 - CUSHION SPRING
8 - PISTON
1 - SNAP-RING
2 - PISTON SEAL
3 - PISTON PLUG
4 - SPRING RETAINER
5 - SNAP-RING
6 - PISTON SPRING
7 - CUSHION SPRING
8 - PISTON
SHIFT MECHANISM
DESCRIPTION
The gear shi ft mechani sm provi des si x shi ft posi -
ti ons whi ch are:
PARK (P)
REVERSE (R)
NEUTRAL (N)
DRI VE (D)
Manual SECOND (2)
Manual LOW (1)
OPERATION
Manual LOW (1) range provi des fi rst gear onl y.
Overrun braki ng i s al so provi ded i n thi s range. Man-
ual SECOND (2) range provi des fi rst and second gear
onl y.
DRI VE range provi des fi rst, second, thi rd, and
overdri ve fourth gear ranges. The shi ft i nto overdri ve
fourth gear range occurs onl y after the transmi ssi on
has compl eted the shi ft i nto D thi rd gear range. No
further movement of the shi ft mechani sm i s requi red
to compl ete the 3-4 shi ft.
The fourth gear upshi ft occurs automati cal l y when
the overdri ve sel ector swi tch i s i n the ON posi ti on.
No upshi ft to fourth gear wi l l occur i f any of the fol -
l owi ng are true:
The transmi ssi on fl ui d temperature i s bel ow 10
C (50 F) or above 121 C (250 F).
The shi ft to thi rd i s not yet compl ete.
Vehi cl e speed i s too l ow for the 3-4 shi ft to occur.
Battery temperature i s bel ow -5 C (23 F).
SOLENOID
DESCRIPTION
The typi cal el ectri cal sol enoi d used i n automoti ve
appl i cati ons i s a l i near actuator. I t i s a devi ce that
produces moti on i n a strai ght l i ne. Thi s strai ght l i ne
moti on can be ei ther forward or backward i n di rec-
ti on, and short or l ong di stance.
A sol enoi d i s an el ectromechani cal devi ce that uses
a magneti c force to perform work. I t consi sts of a coi l
of wi re, wrapped around a magneti c core made from
steel or i ron, and a spri ng l oaded, movabl e pl unger,
whi ch performs the work, or strai ght l i ne moti on.
The sol enoi ds used i n transmi ssi on appl i cati ons
are attached to val ves whi ch can be cl assi fi ed as nor-
mally open or normally closed. The normally
open sol enoi d val ve i s defi ned as a val ve whi ch
al l ows hydraul i c fl ow when no current or vol tage i s
appl i ed to the sol enoi d. The normally closed sol e-
noi d val ve i s defi ned as a val ve whi ch does not al l ow
hydraul i c fl ow when no current or vol tage i s appl i ed
to the sol enoi d. These val ves perform hydraul i c con-
trol functi ons for the transmi ssi on and must there-
fore be durabl e and tol erant of di rt parti cl es. For
these reasons, the val ves have hardened steel pop-
pets and bal l val ves. The sol enoi ds operate the val ves
di rectl y, whi ch means that the sol enoi ds must have
very hi gh outputs to cl ose the val ves agai nst the si z-
abl e fl ow areas and l i ne pressures found i n current
transmi ssi ons. Fast response ti me i s al so necessary
to ensure accurate control of the transmi ssi on.
The strength of the magneti c fi el d i s the pri mary
force that determi nes the speed of operati on i n a par-
ti cul ar sol enoi d desi gn. A stronger magneti c fi el d wi l l
cause the pl unger to move at a greater speed than a
weaker one. There are basi cal l y two ways to i ncrease
the force of the magneti c fi el d:
1. I ncrease the amount of current appl i ed to the
coi l or
2. I ncrease the number of turns of wi re i n the coi l .
The most common practi ce i s to i ncrease the num-
ber of turns by usi ng thi n wi re that can compl etel y
fi l l the avai l abl e space wi thi n the sol enoi d housi ng.
The strength of the spri ng and the l ength of the
pl unger al so contri bute to the response speed possi -
bl e by a parti cul ar sol enoi d desi gn.
A sol enoi d can al so be descri bed by the method by
whi ch i t i s control l ed. Some of the possi bi l i ti es
i ncl ude vari abl e force, pul se-wi dth modul ated, con-
stant ON, or duty cycl e. The vari abl e force and pul se-
wi dth modul ated versi ons uti l i ze si mi l ar methods to
control the current fl ow through the sol enoi d to posi -
ti on the sol enoi d pl unger at a desi red posi ti on some-
where between ful l ON and ful l OFF. The constant
ON and duty cycl ed versi ons control the vol tage
across the sol enoi d to al l ow ei ther ful l fl ow or no fl ow
through the sol enoi ds val ve.
OPERATION
When an el ectri cal current i s appl i ed to the sol e-
noi d coi l , a magneti c fi el d i s created whi ch produces
an attracti on to the pl unger, causi ng the pl unger to
move and work agai nst the spri ng pressure and the
l oad appl i ed by the fl ui d the val ve i s control l i ng. The
pl unger i s normal l y di rectl y attached to the val ve
whi ch i t i s to operate. When the current i s removed
from the coi l , the attracti on i s removed and the
pl unger wi l l return to i ts ori gi nal posi ti on due to
spri ng pressure.
The pl unger i s made of a conducti ve materi al and
accompl i shes thi s movement by provi di ng a path for
the magneti c fi el d to fl ow. By keepi ng the ai r gap
between the pl unger and the coi l to the mi ni mum
necessary to al l ow free movement of the pl unger, the
magneti c fi el d i s maxi mi zed.
SPEED SENSOR
DESCRIPTION
The speed sensor (Fi g. 221) i s l ocated i n the over-
dri ve gear case. The sensor i s posi ti oned over the
park gear and moni tors transmi ssi on output shaft
rotati ng speed.
OPERATION
Speed sensor si gnal s are tri ggered by the park
gear l ugs as they rotate past the sensor pi ckup face.
I nput si gnal s from the sensor are sent to the trans-
mi ssi on control modul e for processi ng. Si gnal s from
thi s sensor are shared wi th the powertrai n control
modul e.
THROTTLE VALVE CABLE
DESCRIPTION
Transmi ssi on throttl e val ve cabl e (Fi g. 222) adjust-
ment i s extremel y i mportant to proper operati on.
Thi s adjustment posi ti ons the throttl e val ve, whi ch
control s shi ft speed, qual i ty, and part-throttl e down-
shi ft sensi ti vi ty.
I f cabl e setti ng i s too l oose, earl y shi fts and sl i p-
page between shi fts may occur. I f the setti ng i s too
ti ght, shi fts may be del ayed and part throttl e down-
shi fts may be very sensi ti ve.
The transmi ssi on throttl e val ve i s operated by a
cam on the throttl e l ever. The throttl e l ever i s oper-
ated by an adjustabl e cabl e (Fi g. 223). The cabl e i s
attached to an arm mounted on the throttl e l ever
shaft. A retai ni ng cl i p at the engi ne-end of the cabl e
i s removed to provi de for cabl e adjustment. The
retai ni ng cl i p i s then i nstal l ed back onto the throttl e
val ve cabl e to l ock i n the adjustment.
Fig. 222 Throttle Valve Cable Attachment - At Engine
1 - THROTTLE VALVE CABLE
2 - CABLE BRACKET
3 - THROTTLE BODY LEVER
4 - ACCELERATOR CABLE
5 - SPEED CONTROL CABLE
Fig. 223 Throttle Valve Cable at Throttle Linkage
1 - THROTTLE LINKAGE
2 - THROTTLE VALVE CABLE LOCKING CLIP
Fig. 221 Transmission Output Speed Sensor
1 - TRANSMISSION OUTPUT SHAFT SPEED SENSOR
2 - SEAL
ADJUSTMENTS - THROTTLE VALVE CABLE
A correctl y adjusted throttl e val ve cabl e wi l l cause
the throttl e l ever on the transmi ssi on to move si mul -
taneousl y wi th the throttl e body l ever from the i dl e
posi ti on. Proper adjustment wi l l al l ow si mul taneous
movement wi thout causi ng the transmi ssi on throttl e
l ever to ei ther move ahead of, or l ag behi nd the l ever
on the throttl e body.
ADJUSTMENT VERIFICATION
(1) Turn i gni ti on key to OFF posi ti on.
(2) Remove ai r cl eaner.
(3) Veri fy that l ever on throttl e body i s at curb i dl e
posi ti on (Fi g. 224). Then veri fy that the transmi ssi on
throttl e l ever (Fi g. 225) i s al so at i dl e (ful l y forward)
posi ti on.
(4) Sl i de cabl e off attachment stud on throttl e body
l ever.
(5) Compare posi ti on of cabl e end to attachment
stud on throttl e body l ever:
Cabl e end and attachment stud shoul d be
al i gned (or centered on one another) to wi thi n 1 mm
(0.039 i n.) i n ei ther di recti on (Fi g. 226).
I f cabl e end and attachment stud are mi sal i gned
(off center), cabl e wi l l have to be adjusted as
descri bed i n Throttl e Val ve Cabl e Adjustment proce-
dure.
Fig. 225 Throttle Valve Cable at Transmission
1 - TRANSMISSION SHIFTER CABLE
3 - TRANSFER CASE SHIFTER CABLE
4 - TRANSFER CASE SHIFTER CABLE BRACKET RETAINING
BOLT (1 OR 2)
5 - THROTTLE VALVE CABLE BRACKET RETAINING BOLT
6 - ELECTRICAL CONNECTORS
7 - TRANSMISSION FLUID LINES
Fig. 226 Throttle Valve Cable at Throttle Linkage
1 - THROTTLE LINKAGE
2 - THROTTLE VALVE CABLE LOCKING CLIP
Fig. 224 Throttle Valve Cable Attachment - At
Engine
2 - CABLE BRACKET
3 - THROTTLE BODY LEVER
4 - ACCELERATOR CABLE
5 - SPEED CONTROL CABLE
THROTTLE VALVE CABLE (Continued)
(6) Reconnect cabl e end to attachment stud. Then
wi th ai d of a hel per, observe movement of transmi s-
si on throttl e l ever and l ever on throttl e body.
I f both l evers move si mul taneousl y from i dl e to
hal f-throttl e and back to i dl e posi ti on, adjustment i s
correct.
I f transmi ssi on throttl e l ever moves ahead of, or
l ags behi nd throttl e body l ever, cabl e adjustment wi l l
be necessary. Or, i f throttl e body l ever prevents
transmi ssi on l ever from returni ng to cl osed posi ti on,
cabl e adjustment wi l l be necessary.
ADJUSTMENT PROCEDURE
(1) Turn i gni ti on swi tch to OFF posi ti on.
(2) Remove ai r cl eaner i f necessary.
(3) Di sconnect cabl e end from attachment stud.
Carefully slide cable off stud. Do not pry or pull
cable off.
(4) Veri fy that transmi ssi on throttl e l ever i s i n
ful l y cl osed posi ti on. Then be sure l ever on throttl e
body i s at curb i dl e posi ti on.
(5) Pry the T.V. cabl e l ock (A) i nto the UP posi ti on
(Fi g. 226). Thi s wi l l unl ock the cabl e and al l ow for
readjustment.
(6) Appl y just enough tensi on on the T.V. cabl e (B)
to remove any sl ack i n the cabl e.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. Sl i de the
sheath of the T.V. cabl e (D) back and forth unti l the
centerl i nes of the T.V. cabl e end (B) and the throttl e
bel l crank l ever (C) are al i gned wi thi n one mi l l i meter
(1mm) (Fi g. 226).
(7) Whi l e hol di ng the T.V. cabl e i n the set posi ti on
push the T.V. cabl e l ock (A) i nto the down posi ti on
(Fi g. 226). Thi s wi l l l ock the present T.V. cabl e
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. cabl e (B) to the throttl e
bel l crank l ever (C).
(9) Check cabl e adjustment. Veri fy transmi ssi on
throttl e l ever and l ever on throttl e body move si mul -
taneousl y.
TORQUE CONVERTER
DESCRIPTION
The torque converter (Fi g. 227) i s a hydraul i c
devi ce that coupl es the engi ne crankshaft to the
transmi ssi on. The torque converter consi sts of an
outer shel l wi th an i nternal turbi ne, a stator, an
overrunni ng cl utch, an i mpel l er and an el ectroni cal l y
appl i ed converter cl utch. The converter cl utch pro-
vi des reduced engi ne speed and greater fuel economy
when engaged. Cl utch engagement al so provi des
reduced transmi ssi on fl ui d temperatures. The torque
converter hub dri ves the transmi ssi on oi l (fl ui d)
pump.
The torque converter i s a seal ed, wel ded uni t that
i s not repai rabl e and i s servi ced as an assembl y.
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. 227 Torque Converter Assembly
1 - TURBINE
2 - IMPELLER
3 - HUB
4 - STATOR
5 - FRONT COVER
6 - CONVERTER CLUTCH DISC
7 - DRIVE PLATE
THROTTLE VALVE CABLE (Continued)
IMPELLER
The i mpel l er (Fi g. 228) i s an i ntegral part of the
converter housi ng. The i mpel l er consi sts of curved
bl ades pl aced radi al l y al ong the i nsi de of the housi ng
on the transmi ssi on si de of the converter. As the con-
verter housi ng i s rotated by the engi ne, so i s the
i mpel l er, because they are one and the same and are
the dri vi ng members of the system.
Fig. 228 Impeller
1 - ENGINE FLEXPLATE 4 - ENGINE ROTATION
2 - OIL FLOW FROM IMPELLER SECTION INTO TURBINE
SECTION
5 - ENGINE ROTATION
3 - IMPELLER VANES AND COVER ARE INTEGRAL
TORQUE CONVERTER (Continued)
TURBINE
The turbi ne (Fi g. 229) i s the output, or dri ven,
member of the converter. The turbi ne i s mounted
wi thi n the housi ng opposi te the i mpel l er, but i s not
attached to the housi ng. The i nput shaft i s i nserted
through the center of the i mpel l er and spl i ned i nto
the turbi ne. The desi gn of the turbi ne i s si mi l ar to
the i mpel l er, except the bl ades of the turbi ne are
curved i n the opposi te di recti on.
Fig. 229 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
STATOR
The stator assembl y (Fi g. 230) i s mounted on a sta-
ti onary shaft whi ch i s an i ntegral part of the oi l
pump. The stator i s l ocated between the i mpel l er and
turbi ne wi thi n the torque converter case (Fi g. 231).
The stator contai ns an over-runni ng cl utch, whi ch
al l ows the stator to rotate onl y i n a cl ockwi se di rec-
ti on. When the stator i s l ocked agai nst the over-run-
ni ng cl utch, the torque mul ti pl i cati on feature of the
torque converter i s operati onal .
TORQUE CONVERTER CLUTCH (TCC)
The TCC (Fi g. 232) was i nstal l ed to i mprove the
effi ci ency of the torque converter that i s l ost to the
sl i ppage of the fl ui d coupl i ng. Al though the fl ui d cou-
pl i ng provi des smooth, shock-free power transfer, i t i s
natural for al l fl ui d coupl i ngs to sl i p. I f the i mpel l er
and turbi ne were mechani cal l y l ocked together, a
zero sl i ppage condi ti on coul d be obtai ned. A hydraul i c
pi ston was added to the turbi ne, and a fri cti on mate-
ri al was added to the i nsi de of the front cover to pro-
vi de thi s mechani cal l ock-up.
Fig. 230 Stator Components
1 - CAM (OUTER RACE)
2 - ROLLER
3 - SPRING
4 - INNER RACE
Fig. 231 Stator Location
1 - STATOR
2 - IMPELLER
3 - FLUID FLOW
4 - TURBINE
Fig. 232 Torque Converter Clutch (TCC)
1 - IMPELLER FRONT COVER
2 - THRUST WASHER ASSEMBLY
3 - IMPELLER
4 - STATOR
5 - TURBINE
6 - PISTON
7 - FRICTION DISC
OPERATION
The converter i mpel l er (Fi g. 233) (dri vi ng member),
whi ch i s i ntegral to the converter housi ng and bol ted
to the engi ne dri ve pl ate, rotates at engi ne speed.
The converter turbi ne (dri ven member), whi ch reacts
from fl ui d pressure generated by the i mpel l er, rotates
and turns the transmi ssi on i nput shaft.
TURBINE
As the fl ui d that was put i nto moti on by the i mpel -
l er bl ades stri kes the bl ades of the turbi ne, some of
the energy and rotati onal force i s transferred i nto the
turbi ne and the i nput shaft. Thi s causes both of them
(turbi ne and i nput shaft) to rotate i n a cl ockwi se
di recti on fol l owi ng the i mpel l er. As the fl ui d i s l eav-
i ng the trai l i ng edges of the turbi nes bl ades i t con-
ti nues i n a hi nderi ng di recti on back toward the
i mpel l er. I f the fl ui d i s not redi rected before i t stri kes
the i mpel l er, i t wi l l stri ke the i mpel l er i n a di recti on
that woul d tend to sl ow i t down.
Fig. 233 Torque Converter Fluid Operation
1 - APPLY PRESSURE 3 - RELEASE PRESSURE
2 - THE PISTON MOVES SLIGHTLY FORWARD 4 - THE PISTON MOVES SLIGHTLY REARWARD
STATOR
Torque mul ti pl i cati on i s achi eved by l ocki ng the
stators over-runni ng cl utch to i ts shaft (Fi g. 234).
Under stal l condi ti ons the turbi ne i s stati onary and
the oi l l eavi ng the turbi ne bl ades stri kes the face of
the stator bl ades and tri es to rotate them i n a coun-
tercl ockwi se di recti on. When thi s happens the over-
runni ng cl utch of the stator l ocks and hol ds the
stator from rotati ng. Wi th the stator l ocked, the oi l
stri kes the stator bl ades and i s redi rected i nto a
hel pi ng di recti on before i t enters the i mpel l er. Thi s
ci rcul ati on of oi l from i mpel l er to turbi ne, turbi ne to
stator, and stator to i mpel l er, can produce a maxi -
mum torque mul ti pl i cati on of about 1.75:1. As the
turbi ne begi ns to match the speed of the i mpel l er, the
fl ui d that was hi tti ng the stator i n such as way as to
cause i t to l ock-up i s no l onger doi ng so. I n thi s con-
di ti on of operati on, the stator begi ns to free wheel
and the converter acts as a fl ui d coupl i ng.
TORQUE CONVERTER CLUTCH (TCC)
The torque converter cl utch i s hydraul i cal l y
appl i ed or rel eased when fl ui d i s feed or vented from
the hydraul i c ci rcui t by the torque converter control
(TCC) sol enoi d on the val ve body. The torque con-
verter cl utch i s control l ed by the Powertrai n Control
Modul e (PCM). The torque converter cl utch engages
i n FOURTH gear, and i n THI RD gear under vari ous
condi ti ons, such as when the O/D swi tch i s OFF, or
when the vehi cl e i s crui si ng on a l evel surface after
the vehi cl e has warmed up. The torque converter
cl utch can al so be engaged i n the MANUAL SEC-
OND gear posi ti on i f hi gh transmi ssi on temperatures
are sensed by the PCM. The torque converter cl utch
may di sengage momentari l y when an i ncrease i n
engi ne l oad i s sensed by the PCM, such as when the
vehi cl e begi ns to go uphi l l or the throttl e pressure i s
i ncreased.
REMOVAL
(1) Remove transmi ssi on and torque converter
from vehi cl e.
(2) Pl ace a sui tabl e drai n pan under the converter
housi ng end of the transmi ssi on.
CAUTION: Verify that transmission is secure on the
lifting device or work surface, the center of gravity
of the transmission will shift when the torque con-
verter is removed creating an unstable condition.
The torque converter is a heavy unit. Use caution
when separating the torque converter from the
transmission.
(3) Pul l the torque converter forward unti l the cen-
ter hub cl ears the oi l pump seal .
(4) Separate the torque converter from the trans-
mi ssi on.
INSTALLATION
Check converter hub and dri ve notches for sharp
edges, burrs, scratches, or ni cks. Pol i sh the hub and
notches wi th 320/400 gri t paper or crocus cl oth i f nec-
essary. The hub must be smooth to avoi d damagi ng
the pump seal at i nstal l ati on.
(1) Lubri cate oi l pump seal l i p wi th transmi ssi on
fl ui d.
(2) Pl ace torque converter i n posi ti on on transmi s-
si on.
CAUTION: Do not damage oil pump seal or bushing
while inserting torque converter into the front of the
transmission.
(3) Al i gn torque converter to oi l pump seal open-
i ng.
(4) I nsert torque converter hub i nto oi l pump.
(5) Whi l e pushi ng torque converter i nward, rotate
converter unti l converter i s ful l y seated i n the oi l
pump gears.
Fig. 234 Stator Operation
1 - DIRECTION STATOR WILL FREE WHEEL DUE TO OIL
PUSHING ON BACKSIDE OF VANES
2 - FRONT OF ENGINE
3 - INCREASED ANGLE AS OIL STRIKES VANES
4 - DIRECTION STATOR IS LOCKED UP DUE TO OIL PUSHING
AGAINST STATOR VANES
(6) Check converter seati ng wi th a scal e and
strai ghtedge (Fi g. 235). Surface of converter l ugs
shoul d be 19mm (0.75 i n.) to the rear of the strai ght-
edge when converter i s ful l y seated.
(7) I f necessary, temporari l y secure converter wi th
C-cl amp attached to the converter housi ng.
(8) I nstal l the transmi ssi on i n the vehi cl e.
(9) Fi l l the transmi ssi on wi th the recommended
fl ui d.
TORQUE CONVERTER
DRAINBACK VALVE
DESCRIPTION
The drai nback val ve i s l ocated i n the transmi ssi on
cool er outl et (pressure) l i ne.
OPERATION
The val ve prevents fl ui d from drai ni ng from the
converter i nto the cool er and l i nes when the vehi cl e
i s shut down for l engthy peri ods. Producti on val ves
have a hose ni ppl e at one end, whi l e the opposi te end
i s threaded for a fl are fi tti ng. Al l val ves have an
arrow (or si mi l ar mark) to i ndi cate di recti on of fl ow
through the val ve.
STANDARD PROCEDURE - TORQUE
CONVERTER DRAINBACK VALVE
The converter drai nback check val ve i s l ocated i n
the cool er outl et (pressure) l i ne near the radi ator
tank. The val ve prevents fl ui d drai nback when the
vehi cl e i s parked for l engthy peri ods. The val ve check
bal l i s spri ng l oaded and has an openi ng pressure of
approxi matel y 2 psi .
The val ve i s servi ced as an assembl y; i t i s not
repai rabl e. Do not cl ean the val ve i f restri cted, or
contami nated by sl udge, or debri s. I f the val ve fai l s,
or i f a transmi ssi on mal functi on occurs that gener-
ates si gni fi cant amounts of sl udge and/or cl utch par-
ti cl es and metal shavi ngs, the val ve must be
repl aced.
I f the val ve i s restri cted, i nstal l ed backwards, or i n
the wrong l i ne, i t wi l l cause an overheati ng condi ti on
and possi bl e transmi ssi on fai l ure.
CAUTION: The drainback valve is a one-way flow
device. It must be properly oriented in terms of flow
direction for the cooler to function properly. The
valve must be installed in the pressure line. Other-
wise flow will be blocked and would cause an over-
heating condition and eventual transmission failure.
TOW/HAUL OVERDRIVE
SWITCH
DESCRIPTION
The tow/haul overdri ve OFF (control ) swi tch i s
l ocated i n the shi ft l ever arm (Fi g. 236). The swi tch
i s a momentary contact devi ce that si gnal s the PCM
to toggl e current status of the overdri ve functi on.
Fig. 235 Typical Method Of Checking Converter
Seating
1 - SCALE
2 - STRAIGHTEDGE
Fig. 236 Tow/Haul Overdrive Off Switch
OPERATION
At key-on, overdri ve operati on i s al l owed. Pressi ng
the swi tch once causes the tow/haul overdri ve OFF
mode to be entered and the Tow/Haul l amp to be i l l u-
mi nated. Pressi ng the swi tch a second ti me causes
normal overdri ve operati on to be restored and the
tow/haul l amp to be turned off. The tow/haul over-
dri ve OFF mode defaul ts to ON after the i gni ti on
swi tch i s cycl ed OFF and ON. The normal posi ti on
for the control swi tch i s the ON posi ti on. The swi tch
must be i n thi s posi ti on to energi ze the sol enoi d and
al l ow a 3-4 upshi ft. The control swi tch i ndi cator l i ght
i l l umi nates onl y when the tow/haul overdri ve swi tch
i s turned to the OFF posi ti on, or when i l l umi nated
by the transmi ssi on control modul e.
DIAGNOSIS AND TESTING - OVERDRIVE
ELECTRICAL CONTROLS
The tow/haul overdri ve off swi tch, val ve body sol e-
noi d, case connectors and rel ated wi ri ng can al l be
tested wi th a 12 vol t test l amp or a vol t/ohmmeter.
Check conti nui ty of each component when di agnosi s
i ndi cates thi s i s necessary.
Swi tch and sol enoi d conti nui ty shoul d be checked
whenever the transmi ssi on fai l s to shi ft i nto fourth
gear range.
REMOVAL
(1) Usi ng a pl asti c tri m tool , remove the tow/haul
overdri ve off swi tch retai ner from the shi ft l ever (Fi g.
237).
(2) Pul l the swi tch outwards to rel ease i t from the
connector i n the l ever (Fi g. 238)
INSTALLATION
NOTE: There is enough slack in the wire to pull out
the connector from the lever.
(1) Pul l the connector out of the l ever just enough
to grasp i t.
CAUTION: Be careful not to bend the pins on the
tow/haul overdrive off switch. Use care when
installing the switch, as it is not indexed, and can
be accidentally installed incorrectly.
(2) I nstal l the tow/haul overdri ve off swi tch i nto
the connector (Fi g. 239)
(3) Push the tow/haul overdri ve off swi tch and wi r-
i ng i nto the shi ft l ever.
(4) I nstal l the tow/haul overdri ve off swi tch
retai ner onto the shi ft l ever.
Fig. 237 Tow/Haul Overdrive Off Switch Retainer
Fig. 238 Remove the Tow/Haul Overdrive Off Switch
Fig. 239 Install the Tow/Haul Overdrive Off Switch
TOW/HAUL OVERDRIVE SWITCH (Continued)
TRANSMISSION RANGE
SENSOR
DESCRIPTION
The Transmi ssi on Range Sensor (TRS) (Fi g. 240)
has 3 pri mary functi ons:
Provi de a PARK/NEUTRAL start si gnal to the
engi ne control l er and the starter rel ay.
Turn the Back-up l amps on when the transmi s-
si on i s i n REVERSE and the engi ne (i gni ti on) i s on.
Provi de a transmi ssi on range si gnal to the
i nstrument cl uster.
The sensor i s mounted i n the transmi ssi on housi ng
near the val ve body, just above the pan rai l . I ts i n
the same posi ti on as the Park/Neutral swi tch on
other transmi ssi ons. The TRS contacts a cammed
surface on the manual val ve l ever. The cammed sur-
face transl ates the rotati onal moti on of the manual
l ever i nto the l i near moti on of the sensor. The
cammed surface on the manual l ever i s compri sed of
two parts control l i ng the TRS si gnal : The i nsul ator
porti on contacts the swi tch poppet when the manual
l ever i s not i n PARK or NEUTRAL. The manual
l ever i tsel f contacts the poppet when the l ever i s i n
PARK or NEUTRAL; provi di ng a ground for the si g-
nal from the starter rel ay and the JTEC engi ne con-
trol l er.
OPERATION
As the swi tch moves through i ts l i near moti on (Fi g.
241) contacts sl i de across a ci rcui t board whi ch
changes the resi stance between the range sensi ng
pi ns of the swi tch. A power suppl y on the i nstrument
cl uster provi des a regul ated vol tage si gnal to the
swi tch. The return si gnal i s decoded by the cl uster,
whi ch then control s the PRNDL di spl ay to corre-
spond wi th the correct transmi ssi on range. A bus
message of transmi ssi on range i s al so sent by the
cl uster. I n REVERSE range a second contact set
cl oses the ci rcui t provi di ng power to the reverse
l amps.
Fig. 240 Transmission Range Sensor
Fig. 241 Transmission Range Sensor Linear
Movement
Indicated Gear Position Transmission
Status
Column Shifter
Position
Mechanical State Electronic Display
(Ignition Unlocked)
Electronic Display
(Ignition On)
P P P Vehicle is in PARK
with the pawl
engaged.
In the PARK gate.
R The PARK pawl is
disengaged and the
vehicle is free to
roll, but REVERSE
is not engaged.
Between the PARK
and REVERSE
gates.
R R R The transmission is
hydraulically in
REVERSE.
In the REVERSE
gate.
N The transmission is
transitioning
between REVERSE
and NEUTRAL.
Between the
REVERSE and
NEUTRAL gates.
N N N The vehicle is in
NEUTRAL.
In the NEUTRAL
gate.
N The transmission is
transitioning
between NEUTRAL
and DRIVE, but is
not in DRIVE.
Between the
NEUTRAL and
DRIVE gates.
D D D The transmission is
hydraulically in
DRIVE.
In the DRIVE gate,
2 2 2 The transmission is
hydraulically in
Manual SECOND.
In the SECOND
gate.
1 1 1 The transmission is
hydraulically in
Manual FIRST.
In the FIRST gate.
DIAGNOSIS AND TESTING - TRANSMISSION
RANGE SENSOR (TRS)
NOTE: For all circuit identification in the following
steps, Refer to the appropriate Wiring Information.
(1) Rai se vehi cl e on sui tabl e hoi st.
(2) Di sconnect the vehi cl es shi ft cabl e from the
manual l ever.
(3) Wi th the manual l ever i n the PARK posi ti on
(the PARK posi ti on i s wi th the manual l ever moved
to the ful l rearward posi ti on), measure the resi stance
between the Park/Neutral Posi ti on Sense pi n of the
TRS and the transmi ssi on case. The resi stance
shoul d be l ess than 5 ohms.
(4) Wi th the manual l ever i n the NEUTRAL posi -
ti on (the NEUTRAL posi ti on i s wi th the manual
l ever moved two detents forward of the ful l rearward
posi ti on), measure the resi stance between the Park/
Neutral Posi ti on Sense pi n of the TRS and the trans-
mi ssi on case. The resi stance shoul d be l ess than 5
ohms.
(5) I f the resi stance i s greater than 5 ohms i n
ei ther of the previ ous steps, check for a di rty contact
between the ti p of the TRS rod and the val ve body
manual l ever. I f the contact i s OK, repl ace the TRS.
(6) Wi th the manual l ever i n the REVERSE posi -
ti on (the REVERSE posi ti on i s wi th the manual l ever
moved one detent forward of the ful l rearward posi -
ti on), measure the resi stance between the Fused
I gni ti on Swi tch Output and the Back-up Lamp feed
pi ns of the TRS. The resi stance shoul d be l ess than 5
ohms. I f the resi stance i s greater than 5 ohms,
repl ace the TRS.
TRANSMISSION RANGE SENSOR (Continued)
(7) Wi th the manual l ever i n the PARK posi ti on
(the PARK posi ti on i s wi th the manual l ever moved
to the ful l rearward posi ti on), measure the resi stance
between the Transmi ssi on Range Sensor MUX and
the Transmi ssi on Range Sensor 5V Suppl y pi ns of
the TRS. The resi stance shoul d be 522.2 ohms. I f the
resi stance i s not correct, repl ace the TRS.
(8) Wi th the manual l ever i n the REVERSE posi -
ti on (the REVERSE posi ti on i s wi th the manual l ever
moved one detent forward of the ful l rearward posi -
ti on), measure the resi stance between the Transmi s-
si on Range Sensor MUX and the Transmi ssi on Range
Sensor 5V Suppl y pi ns of the TRS. The resi stance
shoul d be 206.2 ohms. I f the resi stance i s not correct,
repl ace the TRS.
(9) Wi th the manual l ever i n the NEUTRAL posi -
ti on (the NEUTRAL posi ti on i s wi th the manual
l ever moved two detents forward of the ful l rearward
posi ti on), measure the resi stance between the Trans-
mi ssi on Range Sensor MUX and the Transmi ssi on
Range Sensor 5V Suppl y pi ns of the TRS. The resi s-
tance shoul d be 108.6 ohms. I f the resi stance i s not
correct, repl ace the TRS.
(10) Wi th the manual l ever i n the DRI VE posi ti on
(the DRI VE posi ti on i s wi th the manual l ever moved
three detents forward of the ful l rearward posi ti on),
measure the resi stance between the Transmi ssi on
Range Sensor MUX and the Transmi ssi on Range
Sensor 5V Suppl y pi ns of the TRS. The resi stance
shoul d be 59.9 ohms. I f the resi stance i s not correct,
repl ace the TRS.
(11) Wi th the manual l ever i n the SECOND posi -
ti on (the SECOND posi ti on i s wi th the manual l ever
moved one detent rearward of the ful l forward posi -
ti on), measure the resi stance between the Transmi s-
si on Range Sensor MUX and the Back-up Lamp feed
pi ns of the TRS. The resi stance shoul d be 31.9 ohms.
I f the resi stance i s not correct, repl ace the TRS.
(12) Wi th the manual l ever i n the LOW posi ti on
(the LOW posi ti on i s wi th the manual l ever moved to
the ful l forward posi ti on), measure the resi stance
between the Transmi ssi on Range Sensor MUX and
the Back-up Lamp feed pi ns of the TRS. The resi s-
tance shoul d be 13.7 ohms. I f the resi stance i s not
correct, repl ace the TRS.
REMOVAL
(1) Rai se vehi cl e and posi ti on drai n pan under the
transmi ssi on range sensor (TRS).
(2) Move the transmi ssi on manual l ever to the
manual LOW posi ti on. The manual LOW posi ti on i s
wi th the manual l ever i n the forward-most detent.
(3) Di sengage the wi ri ng connector from the TRS.
(4) Remove the two screws hol di ng the TRS to the
TRS mounti ng bracket.
(5) Remove the TRS (Fi g. 242) from the TRS
mounti ng bracket by pul l i ng i t strai ght out of the
bracket.
(6) Loosen the TRS mounti ng bracket i n the trans-
mi ssi on case usi ng Adapter 8581 (Fi g. 243).
Fig. 243 Loosen the TRS Mounting Bracket
3 - ADAPTER 8581
(7) Remove the TRS mounti ng bracket (Fi g. 244)
from the transmi ssi on case.
INSTALLATION
the manual LOW posi ti on.
(2) I nstal l the TRS mounti ng bracket i nto the
transmi ssi on case. Usi ng Adapter 8581 (Fi g. 245),
ti ghten the mounti ng bracket to 34 Nm (300 i n.l bs.).
(3) I nstal l the TRS (Fi g. 246) i nto the mounti ng
bracket wi th the wi ri ng connector faci ng the front of
the transmi ssi on.
(4) I nstal l the two screws to hol d the TRS to the
mounti ng bracket. Ti ghten the screws to 5 Nm (45
i n.l bs.).
(5) Veri fy proper sensor operati on (Fi g. 247).
the PARK posi ti on.
(7) Connect TRS wi ri ng connector to the TRS and
l ower vehi cl e.
(8) Refi l l the transmi ssi on fl ui d to the correct
l evel .
Fig. 244 Remove TRS Mounting Bracket
Fig. 245 Tighten the TRS Mounting Bracket
3 - ADAPTER 8581
Fig. 247 Transmission Range Sensor Operation
1 - NEUTRAL CONTACT
2 - MANUAL LEVER AND SENSOR PLUNGER IN REVERSE
POSITION
3 - PARK CONTACT
TRANSMISSION
TEMPERATURE SENSOR
DESCRIPTION
Transmi ssi on fl ui d temperature readi ngs are sup-
pl i ed to the transmi ssi on control modul e by the ther-
mi stor (Fi g. 248). The temperature readi ngs are used
to control engagement of the fourth gear overdri ve
cl utch, the converter cl utch, and governor pressure.
Normal resi stance val ue for the thermi stor at room
temperature i s approxi matel y 2000 ohms.
The thermi stor i s part of the governor pressure
sensor assembl y and i s i mmersed i n transmi ssi on
fl ui d at al l ti mes.
OPERATION
The PCM prevents engagement of the converter
cl utch and overdri ve cl utch, when fl ui d temperature
i s bel ow approxi matel y 10C (50F).
I f fl ui d temperature exceeds 126C (260F), the
PCM causes a 4-3 downshi ft and engage the con-
verter cl utch. Engagement i s accordi ng to the thi rd
gear converter cl utch engagement schedul e.
The Tow/Haul l amp i n the i nstrument panel i l l umi -
nates when the shi ft back to thi rd occurs. The trans-
mi ssi on wi l l not al l ow fourth gear operati on unti l
fl ui d temperature decreases to approxi matel y 110C
(230F).
VALVE BODY
DESCRIPTION
The val ve body consi sts of a cast al umi num val ve
body, a separator pl ate, and transfer pl ate. The val ve
body contai ns val ves and check bal l s that control
fl ui d del i very to the torque converter cl utch, bands,
and fri cti onal cl utches. The val ve body contai ns the
fol l owi ng components (Fi g. 249), (Fi g. 250), (Fi g.
251), and (Fi g. 252):
Regul ator val ve
Regul ator val ve throttl e pressure pl ug
Li ne pressure sl eeve
Ki ckdown val ve
Ki ckdown l i mi t val ve
1-2 shi ft val ve
1-2 control val ve
2-3 shi ft val ve
2-3 governor pl ug
3-4 shi ft val ve
3-4 ti mi ng val ve
3-4 qui ck fi l l val ve
3-4 accumul ator
Throttl e val ve
Throttl e pressure pl ug
Swi tch val ve
Manual val ve
Converter cl utch l ock-up val ve
Converter cl utch l ock-up ti mi ng Val ve
Shuttl e val ve
Shuttl e val ve throttl e pl ug
Boost Val ve
9 check bal l s
By adjusti ng the spri ng pressure acti ng on the reg-
ul ator val ve, transmi ssi on l i ne pressure can be
adjusted.
Fig. 248 Governor Pressure Sensor
1 - GOVERNOR BODY
2 - GOVERNOR PRESSURE SENSOR/TRANSMISSION FLUID
TEMPERATURE THERMISTOR
Fig. 249 Upper Housing Control Valve Locations
1 - UPPER HOUSING 8 - MANUAL VALVE
2 - REGULATOR VALVE 9 - 1-2 GOVERNOR PLUG
3 - SWITCH VALVE 10 - GOVERNOR PLUG COVER
4 - REGULATOR VALVE SPRING 11 - THROTTLE PLUG
5 - KICKDOWN VALVE 12 - 2-3 GOVERNOR PLUG
6 - KICKDOWN DETENT 13 - SHUTTLE VALVE PRIMARY SPRING
7 - THROTTLE VALVE AND SPRING
VALVE BODY (Continued)
Fig. 250 Shuttle and Boost Valve Locations
1 - SPRING 8 - SHUTTLE VALVE COVER
2 - RETAINER 9 - SHUTTLE VALVE
3 - BOOST VALVE 10 - SHUTTLE VALVE PRIMARY SPRING
4 - BOOST VALVE PLUG 11 - GOVERNOR PLUG COVER
5 - SPRING GUIDES 12 - THROTTLE PLUG
6 - E-CLIP 13 - UPPER HOUSING
7 - SHUTTLE VALVE SECONDARY SPRING 14 - BOOST VALVE COVER
Fig. 251 Upper Housing Shift Valve and Pressure Plug Locations
1 - UPPER HOUSING 7 - LIMIT VALVE AND SPRING
2 - 1-2 SHIFT VALVE AND SPRING 8 - RETAINER
3 - 2-3 SHIFT VALVE AND SPRING 9 - 1-2 SHIFT CONTROL VALVE AND SPRING
4 - 2-3 THROTTLE PLUG 10 - PRESSURE PLUG COVER
5 - LIMIT VALVE HOUSING 11 - PLUG SLEEVE
6 - LIMIT VALVE COVER 12 - THROTTLE PRESSURE SPRING AND PLUG
Fig. 252 Lower Housing Shift Valves and Springs
1 - 3-4 ACCUMULATOR HOUSING 11 - TIMING VALVE COVER
2 - 3-4 SHIFT VALVE AND SPRING 12 - PLUG
3 - PLUG 13 - 3-4 TIMING VALVE AND SPRING
4 - SPRING RETAINER 14 - LOWER HOUSING
5 - CONVERTER CLUTCH VALVE AND SPRING 15 - ACCUMULATOR END PLATE
6 - CONVERTER CLUTCH TIMING VALVE AND SPRING 16 - 3-4 ACCUMULATOR PISTON AND SPRING
7 - OVERDRIVE SEPARATOR PLATE 17 - E-CLIP
8 - CASE CONNECTOR 18 - 3-4 QUICK FILL SPRING AND VALVE
9 - CONVERTER CLUTCH SOLENOID 19 - SOLENOID GASKET
10 - OVERDRIVE SOLENOID 20 - HARNESS
OPERATION
NOTE: Refer to the Hydraulic Schematics for a
visual aid in determining valve location, operation
and design.
CHECK BALLS
CHECK BALL NUMBER DESCRIPTION
1 Allows either the manual valve to put line pressure on the 1-2 governor plug or
the KD Valve to put WOT line pressure on the 1-2 governor plug.
3 Allows either the Reverse circuit or the 3rd gear circuit to pressurize the front
clutch.
4 Allows either the Manual Low circuit from the Manual Valve or the Reverse
from the Manual Valve circuit to pressurize the rear servo.
5 Directs line pressure to the spring end of the 2-3 shift valve in either Manual
Low or Manual 2nd, forcing the downshift to 2nd gear regardless of governor
pressure.
6 Provides a by-pass around the front servo orifice so that the servo can release
quickly.
7 Provides a by-pass around the rear clutch orifice so that the clutch can release
quickly.
8 Directs reverse line pressure through an orifice to the throttle valve eliminating
the extra leakage and insuring that Reverse line pressure pressure will be
sufficient.
9 Provides a by-pass around the rear servo orifice so that the servo can release
quickly.
10 Allows the lockup clutch to used at WOT in 3rd gear by putting line pressure
from the 3-4 Timing Valve on the interlock area of the 2-3 shift valve, thereby
preventing a 3rd gear Lock-up to 2nd gear kickdown.
REGULATOR VALVE
The pressure regul ator val ve i s needed to control
the hydraul i c pressure wi thi n the system and reduce
the amount of heat produced i n the fl ui d. The pres-
sure regul ator val ve i s l ocated i n the val ve body near
the manual val ve. The pressure regul ator val ve trai n
control s the maxi mum pressure i n the l i nes by
meteri ng the dumpi ng of fl ui d back i nto the sump.
Regul ated pressure i s referred to as l i ne pressure.
The regul ator val ve (Fi g. 253) has a spri ng on one
end that pushes the val ve to the l eft. Thi s cl oses a
dump (vent) that i s used to l ower pressure. The cl os-
i ng of the dump wi l l cause the oi l pressure to
i ncrease. Oi l pressure on the opposi te end of the
val ve pushes the val ve to the ri ght, openi ng the
dump and l oweri ng oi l pressure. The resul t i s spri ng
pressure worki ng agai nst oi l pressure to mai ntai n
the oi l at speci fi c pressures. Wi th the engi ne run-
ni ng, fl ui d fl ows from the pump to the pressure reg-
ul ator val ve, manual val ve, and the i nterconnected
ci rcui ts. As fl ui d i s sent through passages to the reg-
ul ator val ve, the pressure pushes the val ve to the
ri ght agai nst the l arge spri ng. I t i s al so sent to the
reacti on areas on the l eft si de of the throttl e pressure
pl ug and the l i ne pressure pl ug. Wi th the gear sel ec-
tor i n the PARK posi ti on, fl ui d reci rcul ates through
the regul ator and manual val ves back to the sump.
Fig. 253 Regulator Valve in Park Position
Meanwhi l e, the torque converter i s fi l l ed sl owl y. I n
al l other gear posi ti ons (Fi g. 254), fl ui d fl ows
between two ri ght si de l ands to the swi tch val ve and
torque converter. At l ow pump speeds, the fl ow i s
control l ed by the pressure val ve groove to reduce
pressure to the torque converter. After the torque
converter and swi tch val ve fi l l wi th fl ui d, the swi tch
val ve becomes the control l i ng meteri ng devi ce for
torque converter pressure. The regul ator val ve then
begi ns to control the l i ne pressure for the other
transmi ssi on ci rcui ts. The bal ance of the fl ui d pres-
sure pushi ng the val ve to the ri ght and the spri ng
pressure pushi ng to the l eft determi nes the si ze of
the meteri ng passage at l and #2 (l and #1 bei ng at
the far ri ght of the val ve i n the di agram). As fl ui d
l eaks past the l and, i t moves i nto a groove connected
to the fi l ter or sump. As the l and meters the fl ui d to
the sump, i t causes the pressure to reduce and the
spri ng decreases the si ze of the meteri ng passage.
When the si ze of the meteri ng passage i s reduced,
the pressure ri ses agai n and the si ze of the l and i s
i ncreased agai n. Pressure i s regul ated by thi s con-
stant bal ance of hydraul i c and spri ng pressure.
The meteri ng at l and #2 establ i shes the l i ne pres-
sure throughout the transmi ssi on. I t i s vari ed accord-
i ng to changes i n throttl e posi ti on and the
transmi ssi ons i nternal condi ti on wi thi n a range of
57-94 psi (except i n REVERSE) (Fi g. 255). The regu-
l ated l i ne pressure i n REVERSE (Fi g. 256) i s hel d at
much hi gher pressures than i n the other gear posi -
ti ons: 145-280 psi . The hi gher pressure for
REVERSE i s achi eved by the manual val ve bl ocki ng
the suppl y of l i ne pressure to the reacti on area l eft of
l and #4. Wi th thi s pressure bl ocked, there i s l ess
area for pressure to act on to bal ance the force of the
spri ng on the ri ght. Thi s al l ows l i ne pressure to push
the val ve trai n to the ri ght, reduci ng the amount of
fl ui d returned to the pumps i nl et, i ncreasi ng l i ne
pressure.
Fig. 254 Regulator Valve in Neutral Position
Fig. 255 Regulator Valve in Drive Position
Fig. 256 Regulator Valve in Reverse Position
KICKDOWN VALVE
When the throttl e val ve i s as far over to the l eft as
i t can go, the maxi mum l i ne pressure possi bl e wi l l
enter the throttl e pressure ci rcui t. I n thi s case, throt-
tl e pressure wi l l equal l i ne pressure. Wi th the ki ck-
down val ve (Fi g. 257) pushed i nto the bore as far as
i t wi l l go, fl ui d i ni ti al l y fl ows through the annul ar
groove of the 2-3 shi ft val ve (whi ch wi l l be i n the
di rect dri ve posi ti on to the ri ght).
After passi ng the annul ar groove, the fl ui d i s
routed to the spri ng end of the 2-3 shi ft val ve. Fl ui d
pressure reacti ng on the area of l and #1 overcomes
governor pressure, downshi fti ng the 2-3 shi ft val ve
i nto the ki ckdown, or second gear stage of operati on.
The val ve i s hel d i n the ki ckdown posi ti on by throttl e
pressure routed from a seated check bal l (#2). Agai n,
i f vehi cl e speed i s l ow enough, throttl e pressure wi l l
al so push the 1-2 shi ft val ve l eft to seat i ts governor
pl ug, and downshi ft to dri ve breakaway.
Fig. 257 Kickdown Valve - Wide Open Throttle
KICKDOWN LIMIT VALVE
The purpose of the l i mi t val ve i s to prevent a 3-2
downshi ft at hi gher speeds when a part-throttl e
downshi ft i s not desi rabl e. At these hi gher speeds
onl y a ful l throttl e 3-2 downshi ft wi l l occur. At l ow
road speeds (Fi g. 258) the l i mi t val ve does not come
i nto pl ay and does not affect the downshi fts. As the
vehi cl es speed i ncreases (Fi g. 259), the governor
pressure al so i ncreases. The i ncreased governor pres-
sure acts on the reacti on area of the bottom l and of
the l i mi t val ve overcomi ng the spri ng force tryi ng to
push the val ve toward the bottom of i ts bore. Thi s
pushes the val ve upward agai nst the spri ng and bot-
toms the val ve agai nst the top of the housi ng. Wi th
the val ve bottomed agai nst the housi ng, the throttl e
pressure suppl i ed to the val ve wi l l be cl osed off by
the bottom l and of the l i mi t val ve. When the suppl y
of throttl e pressure has been shut off, the 3-2 part
throttl e downshi ft pl ug becomes i noperati ve, because
no pressure i s acti ng on i ts reacti on area.
Fig. 258 Kickdown Limit Valve - Low Speeds
Fig. 259 Kickdown Limit Valve - High Speeds
1-2 SHIFT VALVE
The 1-2 shi ft val ve assembl y (Fi g. 260), or mecha-
ni sm, consi sts of: the 1-2 shi ft val ve, governor pl ug,
and a spri ng on the end of the val ve. After the man-
ual val ve has been pl aced i nto a forward gear range,
l i ne pressure i s di rected to the 1-2 shi ft val ve. As the
throttl e i s depressed, throttl e pressure i s appl i ed to
the ri ght si de of the 1-2 shi ft val ve assembl y. Wi th
throttl e pressure appl i ed to the ri ght si de of the
val ve, there i s now both spri ng pressure and throttl e
pressure acti ng on the val ve, hol di ng i t agai nst the
governor pl ug. As the vehi cl e begi ns to move and
bui l d speed, governor pressure i s created and i s
appl i ed to the l eft of the val ve at the governor pl ug.
When governor pressure bui l ds to a poi nt where i t
can overcome the combi ned force of the spri ng and
throttl e pressure on the other si de of the val ve, the
val ve wi l l begi n to move over to the ri ght. As the
val ve moves to the ri ght, the mi ddl e l and of the val ve
wi l l cl ose off the ci rcui t suppl yi ng the throttl e pres-
sure to the ri ght si de of the val ve. When the throttl e
pressure i s cl osed off, the val ve wi l l move even far-
ther to the ri ght, al l owi ng l i ne pressure to enter
another ci rcui t and energi ze the front servo, appl yi ng
the front band (Fi g. 261).
The governor pl ug serves a dual purpose:
I t al l ows the shi ft val ves to move ei ther l eft or
ri ght, al l owi ng both upshi fts and downshi fts.
When i n a manual sel ecti on posi ti on, i t wi l l be
hydraul i cal l y bl ocked i nto posi ti on so no upshi ft can
occur.
The physi cal bl ocki ng of the upshi ft whi l e i n the
manual 1 posi ti on i s accompl i shed by the di recti ng
of l i ne pressure between both l ands of the governor
pl ug. The l i ne pressure reacts agai nst the l arger l and
of the pl ug, pushi ng the pl ug back agai nst the end
pl ate overcomi ng governor pressure. Wi th the combi -
nati on of the l i ne pressure and spri ng pressure, the
val ve cannot move, preventi ng any upshi ft.
Fig. 260 1-2 Shift Valve - Before Shift
Fig. 261 1-2 Shift Valve - After Shift
1-2 SHIFT CONTROL VALVE
I t contai ns a val ve wi th four l ands and a spri ng. I t
i s used as both a rel ay and bal anced val ve.
The val ve has two speci fi c operati ons (Fi g. 262):
Ai d i n qual i ty of the 1-2 upshi ft.
Ai d i n the qual i ty and ti mi ng of the 3-2 ki ck-
down ranges.
When the manual val ve i s set to the DRI VE posi -
ti on and the transmi ssi on i s i n the fi rst or second
gear range, 1-2 shi ft control or modul ated throttl e
pressure i s suppl i ed to the mi ddl e of the accumul a-
tor pi ston by the 1-2 shi ft control val ve. Duri ng the
1-2 upshi ft, thi s pressure i s used to control the ki ck-
down servo appl y pressure that i s needed to appl y
the ki ckdown and accumul ator pi stons. Thus, the 1-2
shi ft poi nt i s cushi oned and the qual i ty i s
i mproved. Duri ng a WOT ki ckdown, ki ckdown pres-
sure i s appl i ed between the ki ckdown val ve and the
1-2 shi ft control val ve. Thi s addi ti onal pressure i s
di rected to the 1-2 shi ft control s spri ng cavi ty, add-
i ng to the spri ng l oad on the val ve. The resul t of thi s
i ncreased modul ated throttl e pressure i s a fi rmer
WOT upshi ft.
Fig. 262 1-2 Shift Control Valve
2-3 SHIFT VALVE
The 2-3 shi ft val ve mechani sm (Fi g. 263) consi sts
of the 2-3 shi ft val ve, governor pl ug and spri ng, and
a throttl e pl ug. After the 1-2 shi ft val ve has com-
pl eted i ts operati on and appl i ed the front band, l i ne
pressure i s di rected to the 2-3 shi ft val ve through the
connecti ng passages from the 1-2 shi ft val ve. The l i ne
pressure wi l l then deadend at l and #2 unti l the 2-3
val ve i s ready to make i ts shi ft. Now that the vehi cl e
i s i n moti on and under accel erati on, there i s throttl e
pressure bei ng appl i ed to the spri ng si de of the val ve
and between l ands #3 and #4.
As vehi cl e speed i ncreases, governor pressure
i ncreases proporti onatel y, unti l i t becomes great
enough to overcome the combi ned throttl e and spri ng
pressure on the ri ght si de of the val ve. Si nce the
throttl e pressure end of the 2-3 shi ft val ve i s l arger
i n di ameter than the 1-2 shi ft val ve, the 2-3 shi ft wi l l
al ways happen at a greater speed than the 1-2 shi ft.
When thi s happens, the governor pl ug i s forced
agai nst the shi ft val ve movi ng i t to the ri ght. The
shi ft val ve causes l and #4 to cl ose the passage sup-
pl yi ng throttl e pressure to the 2-3 shi ft val ve. Wi th-
out throttl e pressure present i n the ci rcui t now, the
governor pl ug wi l l push the val ve over far enough to
bottom the val ve i n i ts bore. Thi s al l ows l and #2 to
di rect l i ne pressure to the front cl utch.
After the shi ft (Fi g. 264), l i ne pressure i s di rected
to the rel ease si de of the ki ckdown servo. Thi s
rel eases the front band and appl i es the front cl utch,
shi fti ng i nto thi rd gear or di rect dri ve. The rear
cl utch remai ns appl i ed, as i t has been i n the other
gears. Duri ng a manual 1 or manual 2 gear sel ec-
ti on, l i ne pressure i s sent between the two l ands of
the 2-3 governor pl ug. Thi s l i ne pressure at the gov-
ernor pl ug l ocks the shi ft val ve i nto the second gear
posi ti on, preventi ng an upshi ft i nto di rect dri ve. The
theory for the bl ocki ng of the val ve i s the same as
that of the 1-2 shi ft val ve.
I f the manual 2 or manual 1 gear posi ti on i s
sel ected from the dri ve posi ti on, the PCM wi l l control
the ti mi ng of the downshi ft by targeti ng for a hi gh
governor pressure. When a safe vehi cl e speed i s
reached, the PCM wi l l swi tch to i ts normal control
governor curve and the downshi ft wi l l occur.
3-4 SHIFT VALVE
The PCM energi zes the overdri ve sol enoi d duri ng
the 3-4 upshi ft (Fi g. 265). Thi s causes the sol enoi d
check bal l to cl ose the vent port al l owi ng l i ne pres-
sure from the 2-3 shi ft val ve to act di rectl y on the 3-4
upshi ft val ve. Li ne pressure on the 3-4 shi ft val ve
overcomes val ve spri ng pressure movi ng the val ve to
the upshi ft posi ti on (Fi g. 266). Thi s acti on exposes
the feed passages to the 3-4 ti mi ng val ve, 3-4 qui ck
fi l l val ve, 3-4 accumul ator, and ul ti matel y to the
overdri ve pi ston.
Fig. 263 2-3 Shift Valve - Before Shift
Fig. 264 2-3 Shift Valve - After Shift
Fig. 265 3-4 Shift Valve Before Shift Fig. 266 3-4 Shift Valve After Shift
3-4 TIMING VALVE
The 3-4 ti mi ng val ve i s moved by l i ne pressure
comi ng through the 3-4 shi ft val ve (Fi g. 266) or the
converter cl utch val ve. After the shi ft, the ti mi ng
val ve hol ds the 2-3 shi ft val ve i n an upshi ft posi ti on.
The purpose i s to prevent the 2-3 val ve from down-
shi fti ng whi l e ei ther the overdri ve cl utch or converter
cl utch i s appl i ed (Fi g. 265).
3-4 QUICK FILL VALVE
The 3-4 qui ck fi l l val ve provi des faster engagement
of the overdri ve cl utch duri ng 3-4 upshi fts. The val ve
temporari l y bypasses the cl utch pi ston feed ori fi ce at
the start of a 3-4 upshi ft (Fi g. 265). Thi s exposes a
l arger passage i nto the pi ston retai ner resul ti ng i n a
much faster cl utch fi l l and appl y sequence. The qui ck
fi l l val ve does not bypass the regul ar cl utch feed ori -
fi ce throughout the 3-4 upshi ft. I nstead, once a pre-
determi ned pressure devel ops wi thi n the cl utch, the
val ve cl oses the bypass (Fi g. 266). Cl utch fi l l i s then
compl eted through the regul ar feed ori fi ce.
THROTTLE VALVE
I n al l gear posi ti ons the throttl e val ve (Fi g. 267) i s
bei ng suppl i ed wi th l i ne pressure. The throttl e val ve
meters and reduces the l i ne pressure that now
becomes throttl e pressure. The throttl e val ve i s
moved by a spri ng and the ki ckdown val ve, whi ch i s
mechani cal l y connected to the throttl e. The l arger
the throttl e openi ng, the hi gher the throttl e pressure
(to a maxi mum of l i ne pressure). The smal l er the
throttl e openi ng, the l ower the throttl e pressure (to a
mi ni mum of zero at i dl e). As engi ne speed i ncreases,
the i ncrease i n pump speed i ncreases pump output.
The i ncrease i n pressure and vol ume must be regu-
l ated to mai ntai n the bal ance wi thi n the transmi s-
si on. To do thi s, throttl e pressure i s routed to the
reacti on area on the ri ght si de of the throttl e pres-
sure pl ug (i n the regul ator val ve).
The hi gher engi ne speed and l i ne pressure woul d
open the vent too far and reduce l i ne pressure too
much. Throttl e pressure, whi ch i ncreases wi th engi ne
speed (throttl e openi ng), i s used to oppose the move-
ment of the pressure val ve to hel p control the meter-
i ng passage at the vent. The throttl e pressure i s
combi ned wi th spri ng pressure to reduce the force of
the throttl e pressure pl ug on the pressure val ve. The
l arger spri ng at the ri ght cl oses the regul ator val ve
passage and mai ntai ns or i ncreases l i ne pressure.
The i ncreased l i ne pressure works agai nst the reac-
ti on area of the l i ne pressure pl ug and the reacti on
area l eft of l and #3 si mul taneousl y moves the regu-
l ator val ve trai n to the ri ght and control s the meter-
i ng passage.
The ki ckdown val ve, al ong wi th the throttl e val ve,
serve to del ay upshi fts unti l the correct vehi cl e speed
has been reached. I t al so control s downshi fts upon
dri ver demand, or i ncreased engi ne l oad. I f these
val ves were not i n pl ace, the shi ft poi nts woul d be at
the same speed for al l throttl e posi ti ons. The ki ck-
down val ve i s actuated by a cam connected to the
throttl e. Thi s i s accompl i shed through ei ther a l i nk-
age or a cabl e. The cam forces the ki ckdown val ve
toward the throttl e val ve compressi ng the spri ng
between them and movi ng the throttl e val ve. As the
throttl e val ve l and starts to uncover i ts port, l i ne
Fig. 267 Throttle Valve
pressure i s metered out i nto the ci rcui ts and vi ewed
as throttl e pressure. Thi s i ncreased throttl e pressure
i s metered out i nto the ci rcui ts i t i s appl i ed to: the
1-2 and 2-3 shi ft val ves. When the throttl e pressure
i s hi gh enough, a 3-2 downshi ft wi l l occur. I f the
vehi cl e speed i s l ow enough, a 2-1 downshi ft wi l l
occur.
SWITCH VALVE
When the transmi ssi on i s i n Dri ve Second before
the TCC appl i cati on occurs (Fi g. 268), the pressure
regul ator val ve i s suppl yi ng torque converter pres-
sure to the swi tch val ve. The swi tch val ve di rects
thi s pressure through the transmi ssi on i nput shaft,
i nto the converter, through the converter, back out
between the i nput shaft and the reacti on shaft, and
back up to the swi tch val ve. From the swi tch val ve,
the fl ui d pressure i s di rected to the transmi ssi on
cool er, and l ubri cati on pressure returns from the
cool er to l ubri cate di fferent porti ons of the transmi s-
si on.
Fig. 268 Switch Valve - Torque Converter Unlocked
Once the TCC control val ve has moved to the ri ght
(Fi g. 269), l i ne pressure i s di rected to the ti p of the
swi tch val ve, forci ng the val ve to the ri ght. The
swi tch val ve now vents oi l from the front of the pi s-
ton i n the torque converter, and suppl i es l i ne pres-
sure to the (rear) appl y si de of the torque converter
pi ston. Thi s pressure di fferenti al causes the pi ston to
appl y agai nst the fri cti on materi al , cutti ng off any
further fl ow of l i ne pressure oi l . After the swi tch
val ve i s shuttl ed ri ght al l owi ng l i ne pressure to
engage the TCC, torque converter pressure i s
di rected past the swi tch val ve i nto the transmi ssi on
cool er and l ubri cati on ci rcui ts.
Fig. 269 Switch Valve - Torque Converter Locked
MANUAL VALVE
The manual val ve (Fi g. 270) i s a rel ay val ve. The
purpose of the manual val ve i s to di rect fl ui d to the
correct ci rcui t needed for a speci fi c gear or dri vi ng
range. The manual val ve, as the name i mpl i es, i s
manual l y operated by the dri ver wi th a l ever l ocated
on the si de of the val ve body. The val ve i s connected
mechani cal l y by ei ther a cabl e or l i nkage to the gear-
shi ft mechani sm. The val ve i s hel d i n each of i ts
posi ti ons by a spri ng-l oaded rol l er or bal l that
engages the roostercomb of the manual val ve l ever.
CONVERTER CLUTCH LOCK-UP VALVE
The torque converter cl utch (TCC) l ock-up val ve
control s the back (ON) si de of the torque converter
cl utch. When the PCM energi zes the TCC sol enoi d to
engage the converter cl utch pi ston, pressure i s
appl i ed to the TCC l ock-up val ve whi ch moves to the
ri ght and appl i es pressure to the torque converter
cl utch.
CONVERTER CLUTCH LOCK-UP TIMING VALVE
The torque converter cl utch (TCC) l ock-up ti mi ng
val ve i s there to bl ock any 4-3 downshi ft unti l the
TCC i s compl etel y unl ocked and the cl utch i s di sen-
gaged.
SHUTTLE VALVE
The assembl y i s contai ned i n a bore i n the val ve
body above the shi ft val ves. When the manual val ve
i s posi ti oned i n the Dri ve range, throttl e pressure
acts on the throttl e pl ug of the shuttl e val ve (Fi g.
262) to move i t agai nst a spri ng, i ncreasi ng the
spri ng force on the shuttl e val ve. Duri ng a part or
ful l throttl e 1-2 upshi ft, the throttl e pl ug i s bottomed
by throttl e pressure, hol di ng the shuttl e val ve to the
ri ght agai nst governor pressure, and openi ng a
bypass ci rcui t. The shuttl e val ve control s the qual -
i ty of the ki ckdown shi ft by restri cti ng the rate of
fl ui d di scharge from the front cl utch and servo
rel ease ci rcui ts. Duri ng a 3-2 ki ckdown, fl ui d di s-
charges through the shuttl e by-pass ci rcui t. When
the shuttl e val ve cl oses the by-pass ci rcui t, fl ui d di s-
charge i s restri cted and control l ed for the appl i cati on
of the front band. Duri ng a 2-3 l i ft foot upshi ft, the
shuttl e val ve by-passes the restri cti on to al l ow ful l
fl ui d fl ow through the by-pass groove for a faster
rel ease of the band.
Fig. 270 Manual Valve
BOOST VALVE
The boost val ve (Fi g. 271) provi des i ncreased fl ui d
appl y pressure to the overdri ve cl utch duri ng 3-4
upshi fts (Fi g. 272), and when accel erati ng i n fourth
gear. The boost val ve al so serves to i ncrease l i ne
pressure duri ng torque converter l ock-up.
REMOVAL
The val ve body can be removed for servi ce wi thout
havi ng to remove the transmi ssi on assembl y.
The val ve body can be di sassembl ed for cl eani ng
and i nspecti on of the i ndi vi dual components.
The onl y repl aceabl e val ve body components are:
Manual l ever.
Manual l ever washer, seal , E-cl i p, and shaft
seal .
Manual l ever detent bal l .
Throttl e l ever.
Fl ui d fi l ter.
Pressure adjusti ng screw bracket.
Governor pressure sol enoi d.
Governor pressure sensor (i ncl udes transmi ssi on
temperature thermi stor).
Converter cl utch/overdri ve sol enoi d assembl y
and harness.
Governor housi ng gasket.
Sol enoi d case connector O-ri ngs.
(1) Shi ft transmi ssi on i nto NEUTRAL.
(3) Remove gearshi ft and throttl e l evers from shaft
of val ve body manual l ever.
(4) Di sconnect wi res at sol enoi d case connector
(Fi g. 273).
(5) Remove the transmi ssi on range sensor (Refer
to 21 - TRANSMI SSI ON/AUTOMATI C/TRANSMI S-
SI ON RANGE SENSOR - REMOVAL).
(6) Posi ti on drai n pan under transmi ssi on oi l pan.
(7) Remove transmi ssi on oi l pan and gasket.
(8) Remove fl ui d fi l ter from val ve body.
(9) Remove bol ts attachi ng val ve body to transmi s-
si on case.
(10) Lower val ve body enough to remove accumu-
l ator pi ston and spri ngs.
Fig. 273 Transmission Case Connector
Fig. 271 Boost Valve Before Lock-up
Fig. 272 Boost Valve After Lock-up
(11) Work manual l ever shaft and el ectri cal con-
nector out of transmi ssi on case.
(12) Lower val ve body, rotate val ve body away
from case, pul l park rod out of sprag, and remove
val ve body (Fi g. 274).
DISASSEMBLY
CAUTION: Do not clamp any valve body component
in a vise. This practice can damage the component
resulting in unsatisfactory operation after assembly
and installation. Do not use pliers to remove any of
the valves, plugs or springs and do not force any of
the components out or into place. The valves and
valve body housings will be damaged if force is
used. Tag or mark the valve body springs for refer-
ence as they are removed. Do not allow them to
become intermixed.
(1) Di sconnect wi res from governor pressure sen-
sor and sol enoi d.
(2) Remove screws attachi ng governor body and
retai ner pl ate to transfer pl ate.
(3) Remove retai ner pl ate, governor body and gas-
ket from transfer pl ate.
(4) Remove governor pressure sensor from gover-
nor body.
(5) Remove governor pressure sol enoi d by pul l i ng
i t strai ght out of bore i n governor body. Remove and
di scard sol enoi d O-ri ngs i f worn, cut, or torn.
(6) Remove smal l shoul der bol t that secures sol e-
noi d harness case connector to 3-4 accumul ator hous-
i ng (Fi g. 275). Retai n shoul der bol t. Ei ther tape i t to
harness or thread i t back i nto accumul ator housi ng
after connector removal .
(7) Unhook overdri ve/converter sol enoi d harness
from 3-4 accumul ator cover pl ate (Fi g. 276).
Fig. 275 Solenoid Harness Case Connector
Shoulder Bolt
1 - SOLENOID HARNESS CASE CONNECTOR
Fig. 276 Solenoid Harness Routing
1 - OVERDRIVE/CONVERTER SOLENOID WIRE HARNESS
2 - 3-4 ACCUMULATOR COVER PLATE
Fig. 274 Valve Body
1 - VALVE BODY
2 - WIRE HARNESS
3 - PARK ROD
5 - GOVERNOR PRESSURE SENSOR
(8) Turn val ve body over and remove screws that
attach overdri ve/converter sol enoi d assembl y to val ve
body (Fi g. 277).
(9) Remove sol enoi d and harness assembl y from
val ve body (Fi g. 278).
(10) Remove boost val ve cover (Fi g. 279).
(11) Remove boost val ve retai ner, val ve spri ng and
boost val ve (Fi g. 280).
Fig. 277 Solenoid Assembly Screws
1 - OVERDRIVE/CONVERTER CLUTCH SOLENOID ASSEMBLY
2 - HARNESS
Fig. 278 Solenoid Assembly
1 - GOVERNOR SOLENOID WIRES
2 - CONVERTER CLUTCH SOLENOID
3 - SOLENOID SCREWS
4 - GOVERNOR SENSOR WIRES
5 - OVERDRIVE SOLENOID
6 - HARNESS
7 - CASE CONNECTOR
Fig. 279 Boost Valve Cover Location
1 - BOOST VALVE HOUSING AND COVER
2 - BOOST VALVE TUBE
Fig. 280 Boost Valve Components
1 - SPRING AND VALVE RETAINER
2 - COVER SCREWS
3 - BOOST VALVE COVER
4 - BOOST VALVE PLUG
5 - BOOST VALVE
6 - BOOST VALVE SPRING
(12) Secure detent bal l and spri ng wi th Retai ner
Tool 6583 (Fi g. 281).
(13) Remove park rod E-cl i p and separate rod from
manual l ever (Fi g. 282).
(14) Remove E-cl i p and washer that retai ns throt-
tl e l ever shaft i n manual l ever (Fi g. 283).
(15) Remove manual l ever and throttl e l ever (Fi g.
284). Rotate and l i ft manual l ever off val ve body and
throttl e l ever shaft. Then sl i de throttl e l ever out of
val ve body.
(16) Posi ti on penci l magnet next to detent housi ng
to catch detent bal l and spri ng. Then careful l y
remove Retai ner Tool 6583 and remove detent bal l
and spri ng (Fi g. 285).
Fig. 281 Detent Ball Spring
1 - SPECIAL TOOL 6583 POSITIONED ON DETENT HOUSING
Fig. 282 Park Rod
1 - MANUAL LEVER
2 - E-CLIP
3 - PARK ROD
Fig. 283 Throttle Lever E-Clip And Washer
1 - THROTTLE LEVER SHAFT
2 - E-CLIP AND WASHER
3 - MANUAL SHAFT
Fig. 284 Manual And Throttle Lever
1 - PARK ROD
2 - MANUAL LEVER ASSEMBLY
3 - THROTTLE LEVER
Fig. 285 Detent Ball And Spring
1 - DETENT HOUSING
2 - DETENT SPRING
3 - DETENT BALL
4 - PENCIL MAGNET
(17) Remove screws attachi ng pressure adjusti ng
screw bracket to val ve body and transfer pl ate (Fi g.
286). Hol d bracket fi rml y agai nst spri ng tensi on
whi l e removi ng l ast screw.
(18) Remove adjusti ng screw bracket, l i ne pressure
adjusti ng screw, pressure regul ator val ve spri ng and
swi tch val ve spri ng (Fi g. 287). Do not remove throttl e
pressure adjusti ng screw from bracket and do not
di sturb setti ng of ei ther adjusti ng screw duri ng
removal .
(19) Turn upper housi ng over and remove swi tch
val ve, regul ator val ve and spri ng, and manual val ve
(Fi g. 288).
(20) Remove ki ckdown detent, ki ckdown val ve, and
throttl e val ve and spri ng (Fi g. 288).
(21) Loosen l eft-si de 3-4 accumul ator housi ng
attachi ng screw about 2-3 threads. Then remove cen-
ter and ri ght-si de housi ng attachi ng screws (Fi g.
289).
(22) Careful l y rotate 3-4 accumul ator housi ng
upward and remove 3-4 shi ft val ve spri ng and con-
verter cl utch val ve pl ug and spri ng (Fi g. 290).
Fig. 287 Adjusting Screw Bracket
1 - SWITCH VALVE SPRING
2 - LINE PRESSURE SCREW
3 - THROTTLE PRESSURE ADJUSTING SCREW
4 - ADJUSTING SCREW BRACKET
5 - PRESSURE REGULATOR VALVE SPRING
Fig. 286 Adjusting Screw Bracket Fastener
1 - T25 TORX BIT
2 - REMOVE THESE SCREWS FIRST
3 - BRACKET
4 - BRACKET
5 - REMOVE THIS SCREW LAST
Fig. 289 Accumulator Housing Screw Locations
1 - LOOSEN THIS SCREW
2 - REMOVE THESE SCREWS
Fig. 290 3-4 Shift And Converter Clutch Valve
Springs and Plug
1 - ACCUMULATOR HOUSING
2 - CONVERTER CLUTCH VALVE SPRING
3 - CLUTCH VALVE PLUG
4 - 3-4 SHIFT VALVE SPRING
(23) Remove l eft-si de screw and remove 3-4 accu-
mul ator housi ng from val ve body (Fi g. 291).
(24) Bend back tabs on boost val ve tube brace (Fi g.
292).
(25) Remove boost val ve connecti ng tube (Fi g.
293). Di sengage tube from upper housi ng port fi rst.
Then rock opposi te end of tube back and forth to
work i t out of l ower housi ng.
CAUTION: Do not use tools to loosen or pry the
connecting tube out of the valve body housings.
Loosen and remove the tube by hand only.
(26) Turn val ve body over so l ower housi ng i s fac-
i ng upward (Fi g. 294). I n thi s posi ti on, the two check
bal l s i n upper housi ng wi l l remai n i n pl ace and not
fal l out when l ower housi ng and separator pl ate are
removed.
(27) Remove screws attachi ng val ve body l ower
housi ng to upper housi ng and transfer pl ate (Fi g.
294). Note posi ti on of boost val ve tube brace for
assembl y reference.
(28) Remove l ower housi ng and overdri ve separa-
tor pl ate from transfer pl ate (Fi g. 294).
Fig. 293 Boost Valve Tube
2 - LOWER HOUSING
3 - DISENGAGE THIS END OF TUBE FIRST
4 - UPPER HOUSING
Fig. 294 Lower Housing
1 - LOWER HOUSING
2 - OVERDRIVE SEPARATOR PLATE
3 - TRANSFER PLATE AND UPPER HOUSING
Fig. 291 Accumulator Housing, Valve Springs, and
Plug
2 - CONVERTER CLUTCH VALVE SPRING AND PLUG
Fig. 292 Boost Valve Tube Brace
2 - TUBE BRACE (DOUBLE TAB)
(29) Remove the Number 10 check bal l from the
transfer pl ate (Fi g. 295). The check bal l i s approxi -
matel y 4.8 mm (3/16 i n.) i n di ameter.
(30) Remove transfer pl ate from upper housi ng
(Fi g. 296).
(31) Turn transfer pl ate over so upper housi ng sep-
arator pl ate i s faci ng upward.
(32) Remove upper housi ng separator pl ate from
transfer pl ate (Fi g. 297). Note posi ti on of fi l ter i n
separator pl ate for assembl y reference.
(33) Remove rear cl utch and rear servo check bal l s
from transfer pl ate. Note check bal l l ocati on for
assembl y reference (Fi g. 298).
Fig. 295 Number 10 Check Ball
1 - NUMBER 10 CHECK BALL (3/16)
Fig. 296 Transfer Plate
1 - UPPER HOUSING
2 - TRANSFER PLATE
Fig. 297 Upper Housing Separator Plate
1 - TRANSFER PLATE
2 - UPPER HOUSING SEPARATOR PLATE
3 - FILTER SCREEN
4 - BRACE
Fig. 298 Rear Clutch and Rear Servo Check Ball
Locations
1 - REAR CLUTCH CHECK BALL
2 - REAR SERVO CHECK BALL
3 - TRANSFER PLATE
VALVE BODY UPPER HOUSING
(1) Note l ocati on of check bal l s i n val ve body upper
housi ng (Fi g. 299). Then remove the one l arge di am-
eter and the fi ve smal l er di ameter check bal l s.
(2) Remove governor pl ug and shuttl e val ve covers
(Fi g. 301).
(3) Remove E-cl i p that secures shuttl e val ve sec-
ondary spri ng on val ve stem (Fi g. 300).
(4) Remove throttl e pl ug, pri mary spri ng, shuttl e
val ve, secondary spri ng, and spri ng gui des (Fi g. 301).
(5) Remove boost val ve retai ner, spri ng and val ve
i f not previ ousl y removed.
(6) Remove throttl e pl ug and 1-2 and 2-3 governor
pl ugs (Fi g. 288).
(7) Turn upper housi ng around and remove l i mi t
val ve and shi ft val ve covers (Fi g. 302).
(8) Remove l i mi t val ve housi ng. Then remove
retai ner, spri ng, l i mi t val ve, and 2-3 throttl e pl ug
from l i mi t val ve housi ng (Fi g. 302).
(9) Remove 1-2 shi ft control val ve and spri ng (Fi g.
302).
(10) Remove 1-2 shi ft val ve and spri ng (Fi g. 302).
(11) Remove 2-3 shi ft val ve and spri ng from val ve
body (Fi g. 302).
(12) Remove pressure pl ug cover (Fi g. 302).
(13) Remove l i ne pressure sl eeve, throttl e pressure
pl ug and spri ng (Fi g. 302).
Fig. 299 Check Ball Locations In Upper Housing
1 - SMALL DIAMETER CHECK BALLS (5)
2 - LARGE DIAMETER CHECK BALL (1)
Fig. 300 Shuttle Valve E-Clip And Secondary Spring
1 - E-CLIP
2 - SECONDARY SPRING AND GUIDES
3 - SHUTTLE VALVE
Fig. 301 Shuttle and Boost Valve Location
VALVE BODY LOWER HOUSING
(1) Remove ti mi ng val ve cover.
(2) Remove 3-4 ti mi ng val ve and spri ng.
(3) Remove 3-4 qui ck fi l l val ve, spri ng and pl ug.
(4) Remove 3-4 shi ft val ve and spri ng.
(5) Remove converter cl utch val ve, spri ng and pl ug
(Fi g. 303).
(6) Remove converter cl utch ti mi ng val ve, retai ner
and val ve spri ng.
3-4 ACCUMULATOR HOUSING
(1) Remove end pl ate from housi ng.
(2) Remove pi ston spri ng.
(3) Remove pi ston. Remove and di scard pi ston
seal s (Fi g. 304).
CLEANING
Cl ean the val ve housi ngs, val ves, pl ugs, spri ngs,
and separator pl ates wi th a standard parts cl eani ng
sol uti on onl y. Do not use gasol i ne, kerosene, or any
type of causti c sol uti on.
Do not i mmerse any of the el ectri cal components i n
cl eani ng sol uti on. Cl ean the governor sol enoi d and
sensor and the dual sol enoi d and harness assembl y
by wi pi ng them off wi th dry shop towel s onl y.
Dry al l except the el ectri cal parts wi th compressed
ai r. Make sure al l passages are cl ean and free from
obstructi ons. Do not use rags or shop towels to
dry or wipe off valve body components. Lint
from these materials can stick to valve body
parts, interfere with valve operation, and clog
filters and fluid passages.
Wi pe the governor pressure sensor and sol enoi d
val ve wi th dry, l i nt free shop towel s onl y. The O-ri ngs
on the sensor and sol enoi d val ve are the onl y servi ce-
abl e components. Be sure the vent ports i n the sol e-
noi d val ve are open and not bl ocked by di rt or debri s.
Repl ace the val ve and/or sensor onl y when DRB scan
tool di agnosi s i ndi cates thi s i s necessary. Or, i f ei ther
part has sustai ned physi cal damage (dented,
deformed, broken, etc.).
CAUTION: Do not turn the small screw at the end of
the solenoid valve for any reason. Turning the
screw in either direction will ruin solenoid calibra-
tion and result in solenoid failure. In addition, the
filter on the solenoid valve is NOT serviceable. Do
not try to remove the filter as this will damage the
valve housing.
INSPECTION
I nspect the throttl e and manual val ve l evers and
shafts. Do not attempt to strai ghten a bent shaft or
correct a l oose l ever. Repl ace these components i f
worn, bent, l oose or damaged i n any way.
I nspect al l of the val ve body mati ng surfaces for
scratches, ni cks, burrs, or di storti on. Use a strai ght-
edge to check surface fl atness. Mi nor scratches may
be removed wi th crocus cl oth usi ng onl y very l i ght
pressure.
Mi nor di storti on of a val ve body mati ng surface
may be corrected by smoothi ng the surface wi th a
sheet of crocus cl oth. Posi ti on the crocus cl oth on a
surface pl ate, sheet of pl ate gl ass or equal l y fl at sur-
face. I f di storti on i s severe or any surfaces are
heavi l y scored, the val ve body wi l l have to be
repl aced.
CAUTION: Many of the valves and plugs, such as
the throttle valve, shuttle valve plug, 1-2 shift valve
and 1-2 governor plug, are made of coated alumi-
num. Aluminum components are identified by the
dark color of the special coating applied to the sur-
face (or by testing with a magnet). Do not sand alu-
minum valves or plugs under any circumstances.
This practice could damage the special coating
causing the valves/plugs to stick and bind.
I nspect the val ves and pl ugs for scratches, burrs,
ni cks, or scores. Mi nor surface scratches on steel
val ves and pl ugs can be removed wi th crocus cl oth
but do not round off the edges of the valve or
plug lands.Mai ntai ni ng sharpness of these edges i s
vi tal l y i mportant. The edges prevent forei gn matter
from l odgi ng between the val ves and pl ugs and the
bore.
I nspect al l the val ve and pl ug bores i n the val ve
body. Use a penl i ght to vi ew the bore i nteri ors.
Repl ace the val ve body i f any bores are di storted or
scored. I nspect al l of the val ve body spri ngs. The
spri ngs must be free of di storti on, warpage or broken
coi l s.
3 - TEFLON SEALS
4 - PISTON SPRING
Check the two separator pl ates for di storti on or
damage of any ki nd. I nspect the upper housi ng,
l ower housi ng, 3-4 accumul ator housi ng, and transfer
pl ate careful l y. Be sure al l fl ui d passages are cl ean
and cl ear. Check condi ti on of the upper housi ng and
transfer pl ate check bal l s as wel l . The check bal l s
and bal l seats must not be worn or damaged.
Tri al fi t each val ve and pl ug i n i ts bore to check
freedom of operati on. When cl ean and dry, the val ves
and pl ugs shoul d drop freel y i nto the bores.
Val ve body bores do not change di mensi onal l y wi th
use. I f the val ve body functi oned correctl y when new,
i t wi l l conti nue to operate properl y after cl eani ng and
i nspecti on. I t shoul d not be necessary to repl ace a
val ve body assembl y unl ess i t i s damaged i n han-
dl i ng.
The onl y servi ceabl e val ve body components are
l i sted bel ow. The remai ni ng val ve body components
are servi ced onl y as part of a compl ete val ve body
assembl y. Servi ceabl e parts are:
dual sol enoi d and harness assembl y
sol enoi d gasket
sol enoi d case connector O-ri ngs and shoul der
bol t
swi tch val ve and spri ng
pressure adjusti ng screw and bracket assembl y
throttl e l ever
manual l ever and shaft seal
throttl e l ever shaft seal , washer, and E-cl i p
fl ui d fi l ter and screws
detent bal l and spri ng
val ve body screws
governor pressure sol enoi d
governor pressure sensor and retai ni ng cl i p
park l ock rod and E-cl i p
ASSEMBLY
CAUTION: Do not force valves or plugs into place
during reassembly. If the valve body bores, valves
and plugs are free of distortion or burrs, the valve
body components should all slide into place easily.
In addition, do not overtighten the transfer plate
and valve body screws during reassembly. Over-
tightening can distort the housings resulting in
valve sticking, cross leakage and unsatisfactory
operation. Tighten valve body screws to recom-
mended torque only.
LOWER HOUSING
(1) Lubri cate val ves, spri ngs, and the housi ng
val ve and pl ug bores wi th cl ean transmi ssi on fl ui d
(Fi g. 305).
(2) I nstal l 3-4 ti mi ng val ve spri ng and val ve i n
l ower housi ng.
(3) I nstal l 3-4 qui ck fi l l val ve i n l ower housi ng.
(4) I nstal l 3-4 qui ck fi l l val ve spri ng and pl ug i n
housi ng.
(5) I nstal l ti mi ng val ve end pl ate. Ti ghten end
pl ate screws to 4 Nm (35 i n. l bs.) torque.
3-4 ACCUMULATOR
(1) Lubri cate accumul ator pi ston, seal s and hous-
i ng pi ston bore wi th cl ean transmi ssi on fl ui d (Fi g.
306).
(2) I nstal l new seal ri ngs on accumul ator pi ston.
(3) I nstal l pi ston and spri ng i n housi ng.
(4) I nstal l end pl ate on housi ng.
TRANSFER PLATE
(1) I nstal l rear cl utch and rear servo check bal l s i n
transfer pl ate (Fi g. 307).
(2) I nstal l fi l ter screen i n upper housi ng separator
pl ate (Fi g. 308).
(3) Al i gn and posi ti on upper housi ng separator
pl ate on transfer pl ate (Fi g. 309).
(4) I nstal l brace pl ate (Fi g. 309). Ti ghten brace
attachi ng screws to 4 Nm (35 i n. l bs.) torque.
(5) I nstal l remai ni ng separator pl ate attachi ng
screws. Ti ghten screws to 4 Nm (35 i n. l bs.) torque.
3 - TEFLON SEALS
4 - PISTON SPRING
Fig. 307 Rear Clutch And Rear Servo Check Ball
Locations
1 - REAR CLUTCH CHECK BALL
2 - REAR SERVO CHECK BALL
3 - TRANSFER PLATE
Fig. 308 Separator Plate Filter Screen Installation
1 - UPPER HOUSING SEPARATOR PLATE
2 - FILTER SCREEN
Fig. 309 Brace Plate
1 - BRACE
2 - TRANSFER PLATE
3 - SEPARATOR PLATE
UPPER AND LOWER HOUSING
(1) Posi ti on upper housi ng so i nternal passages
and check bal l seats are faci ng upward. Then i nstal l
check bal l s i n housi ng (Fi g. 310). Seven check bal l s
are used. The si ngl e l arge check bal l i s approxi -
matel y 8.7 mm (11/32 i n.) di ameter. The si ngl e smal l
check bal l i s approxi matel y 4.8 mm (3/16 i n.) i n
di ameter. The remai ni ng 5 check bal l s are approxi -
(2) Posi ti on assembl ed transfer pl ate and upper
housi ng separator pl ate on upper housi ng (Fi g. 311).
Be sure fi l ter screen i s seated i n proper housi ng
recess.
(3) I nstal l the Number 10 check bal l i nto the
transfer pl ate (Fi g. 312). The check bal l i s approxi -
(4) Posi ti on l ower housi ng separator pl ate on
transfer pl ate (Fi g. 313).
Fig. 310 Check Ball Locations In Upper Housing
1 - SMALL DIAMETER CHECK BALLS (5)
2 - LARGE DIAMETER CHECK BALL (1)
Fig. 311 Installing Transfer Plate On Upper Housing
1 - FILTER SCREEN
2 - TRANSFER PLATE/SEPARATOR PLATE ASSEMBLY
3 - UPPER HOUSING
Fig. 312 Number 10 Check Ball
1 - NUMBER 10 CHECK BALL (3/16)
Fig. 313 Lower Housing Separator Plate
1 - BE SURE TO ALIGN BORES
2 - TRANSFER PLATE
3 - LOWER HOUSING (OVERDRIVE) SEPARATOR PLATE
(5) I nstal l l ower housi ng on assembl ed transfer
pl ate and upper housi ng (Fi g. 314).
(6) I nstal l and start al l val ve body screws by hand
except for the screws to hol d the boost val ve tube
brace. Save those screws for l ater i nstal l ati on. Then
ti ghten screws evenl y to 4 Nm (35 i n. l bs.) torque.
Start at center and work out to si des when ti ghten-
i ng screws (Fi g. 314).
UPPER HOUSING VALVE AND PLUG
Refer to (Fi g. 315), (Fi g. 316) and (Fi g. 317) to per-
form the fol l owi ng steps.
(1) Lubri cate val ves, pl ugs, spri ngs wi th cl ean
transmi ssi on fl ui d.
(2) Assembl e regul ator val ve l i ne pressure sl eeve,
throttl e pl ug and spri ng. I nsert assembl y i n upper
housi ng and i nstal l cover pl ate. Ti ghten cover pl ate
screws to 4 Nm (35 i n. l bs.) torque.
(3) I nstal l 1-2 and 2-3 shi ft val ves and spri ngs.
(4) I nstal l 1-2 shi ft control val ve and spri ng.
Fig. 314 Installing Lower Housing On Transfer Plate
And Upper Housing
1 - VALVE BODY SCREWS (13)
2 - LOWER HOUSING
3 - UPPER HOUSING
4 - TRANSFER PLATE
Fig. 315 Shuttle and Boost Valve Locations
(5) I nstal l retai ner, spri ng, l i mi t val ve, and 2-3
throttl e pl ug from l i mi t val ve housi ng.
(6) I nstal l l i mi t val ve housi ng and cover pl ate.
Ti ghten screws to 4 Nm (35 i n. l bs.).
(7) I nstal l shuttl e val ve as fol l ows:
(a) I nsert pl asti c gui des i n shuttl e val ve second-
ary spri ng and i nstal l spri ng on end of val ve.
(b) I nstal l shuttl e val ve i nto housi ng.
(c) Hol d shuttl e val ve i n pl ace.
(d) Compress secondary spri ng and i nstal l E-cl i p
i n groove at end of shuttl e val ve.
(e) Veri fy that spri ng and E-cl i p are properl y
seated before proceedi ng.
(8) I nstal l shuttl e val ve cover pl ate. Ti ghten cover
pl ate screws to 4 Nm (35 i n. l bs.) torque.
(9) I nstal l 1-2 and 2-3 val ve governor pl ugs i n
val ve body.
(10) I nstal l shuttl e val ve pri mary spri ng and
throttl e pl ug.
(11) Al i gn and i nstal l governor pl ug cover. Ti ghten
cover screws to 4 Nm (35 i n. l bs.) torque.
BOOST VALVE TUBE AND BRACE
(1) Posi ti on val ve body assembl y so l ower housi ng
i s faci ng upward (Fi g. 318).
(2) Lubri cate tube ends and housi ng ports wi th
transmi ssi on fl ui d or petrol eum jel l y.
(3) Start tube i n l ower housi ng port fi rst. Then
swi ng tube downward and work opposi te end of tube
i nto upper housi ng port (Fi g. 318).
(4) I nsert and seat each end of tube i n housi ngs.
(5) Sl i de tube brace under tube and i nto al i gnment
wi th val ve body screw hol es (Fi g. 319).
(6) I nstal l and fi nger ti ghten three screws that
secure tube brace to val ve body housi ngs (Fi g. 319).
(7) Bend tube brace tabs up and agai nst tube to
hol d i t i n posi ti on (Fi g. 320).
(8) Ti ghten al l val ve body housi ng screws to 4 Nm
(35 i n. l bs.) torque after tube and brace are i nstal l ed.
Ti ghten screws i n di agonal pattern starti ng at center
and worki ng outward.
Fig. 318 Boost Valve Tube
2 - LOWER HOUSING
3 - DISENGAGE THIS END OF TUBE FIRST
4 - UPPER HOUSING
Fig. 319 Boost Valve Tube And Brace
2 - TUBE BRACE
Fig. 320 Securing Boost Valve Tube With Brace
Tabs
1 - BEND TABS UP AGAINST TUBE AS SHOWN
3-4 ACCUMULATOR
(1) Posi ti on converter cl utch val ve and 3-4 shi ft
val ve spri ngs i n housi ng (Fi g. 321).
(2) Loosel y attach accumul ator housi ng wi th ri ght-
si de screw (Fi g. 321). I nstal l onl y one screw at thi s
ti me as accumul ator must be free to pi vot upward for
ease of i nstal l ati on.
(3) I nstal l 3-4 shi ft val ve and spri ng.
(4) I nstal l converter cl utch ti mi ng val ve and
spri ng.
(5) Posi ti on pl ug on end of converter cl utch val ve
spri ng. Then compress and hol d spri ngs and pl ug i n
pl ace wi th fi ngers of one hand.
(6) Swi ng accumul ator housi ng upward over val ve
spri ngs and pl ug.
(7) Hol d accumul ator housi ng fi rml y i n pl ace and
i nstal l remai ni ng two attachi ng screws. Be sure
spri ngs and cl utch val ve pl ug are properl y seated
(Fi g. 322). Ti ghten screws to 4 Nm (35 i n. l bs.).
VALVE BODY FINAL
(1) I nstal l boost val ve, val ve spri ng, retai ner and
cover pl ate. Ti ghten cover pl ate screws to 4 Nm (35
i n. l bs.) torque.
(2) I nsert manual l ever detent spri ng i n upper
housi ng.
(3) Posi ti on detent bal l on end of spri ng. Then hol d
detent bal l and spri ng i n detent housi ng wi th
Retai ner Tool 6583 (Fi g. 323).
(4) I nstal l throttl e l ever i n upper housi ng. Then
i nstal l manual l ever over throttl e l ever and start
manual l ever i nto housi ng.
(5) Al i gn manual l ever wi th detent bal l and man-
ual val ve. Hol d throttl e l ever upward. Then press
down on manual l ever unti l ful l y seated. Remove
detent bal l retai ner tool after l ever i s seated.
(6) Then i nstal l manual l ever seal , washer and
E-cl i p.
Fig. 323 Detent Ball Spring
1 - SPECIAL TOOL 6583 POSITIONED ON DETENT HOUSING
Fig. 321 Converter Clutch And 3-4 Shift Valve
Springs
1 - RIGHT-SIDE SCREW
2 - 3-4 ACCUMULATOR
4 - CONVERTER CLUTCH VALVE SPRING
Fig. 322 Seating 3-4 Accumulator On Lower
Housing
1 - ACCUMULATOR BOX
2 - CONVERTER CLUTCH VALVE PLUG
(7) Veri fy that throttl e l ever i s al i gned wi th end of
ki ckdown val ve stem and that manual l ever arm i s
engaged i n manual val ve (Fi g. 324).
(8) Posi ti on l i ne pressure adjusti ng screw i n
adjusti ng screw bracket.
(9) I nstal l spri ng on end of l i ne pressure regul ator
val ve.
(10) I nstal l swi tch val ve spri ng on tang at end of
adjusti ng screw bracket.
(11) I nstal l manual val ve.
(12) I nstal l throttl e val ve and spri ng.
(13) I nstal l ki ckdown val ve and detent.
(14) I nstal l pressure regul ator val ve.
(15) I nstal l swi tch val ve.
(16) Posi ti on adjusti ng screw bracket on val ve
body. Al i gn val ve spri ngs and press bracket i nto
pl ace. I nstal l short, upper bracket screws fi rst and
l ong bottom screw l ast. Veri fy that val ve spri ngs and
bracket are properl y al i gned. Then ti ghten al l three
bracket screws to 4 Nm (35 i n. l bs.) torque.
(17) Perform Li ne Pressure and Throttl e Pressure
adjustments. (Refer to 21 - TRANSMI SSI ON/TRANS-
AXLE/AUTOMATI C/VALVE BODY - ADJUST-
MENTS)
(18) Lubri cate sol enoi d case connector O-ri ngs and
shaft of manual l ever wi th l i ght coat of petrol eum
jel l y.
(19) Attach sol enoi d case connector to 3-4 accumu-
l ator wi th shoul der-type screw. Connector has smal l
l ocati ng tang that fi ts i n di mpl e at top of accumul a-
tor housi ng (Fi g. 325). Seat tang i n di mpl e before
ti ghteni ng connector screw.
(20) I nstal l sol enoi d assembl y and gasket. Ti ghten
sol enoi d attachi ng screws to 8 Nm (72 i n. l bs.)
torque.
(21) Veri fy that sol enoi d wi re harness i s properl y
routed (Fi g. 326). Sol enoi d harness must be cl ear of
manual l ever and park rod and not be pi nched
between accumul ator housi ng and cover.
Fig. 324 Manual And Throttle Lever Alignment
1 - THROTTLE LEVER
2 - MANUAL LEVER VALVE ARM
3 - MANUAL VALVE
4 - KICKDOWN VALVE
Fig. 325 Solenoid Harness Case Connector
Shoulder Bolt
1 - SOLENOID HARNESS CASE CONNECTOR
Fig. 326 Solenoid Harness Routing
1 - OVERDRIVE/CONVERTER SOLENOID WIRE HARNESS
2 - 3-4 ACCUMULATOR COVER PLATE
GOVERNOR BODY, SENSOR AND SOLENOID
(1) Turn val ve body assembl y over so accumul ator
si de of transfer pl ate i s faci ng down.
(2) I nstal l new O-ri ngs on governor pressure sol e-
noi d and sensor.
(3) Lubri cate sol enoi d and sensor O-ri ngs wi th
cl ean transmi ssi on fl ui d.
(4) I nstal l governor pressure sensor i n governor
body.
(5) I nstal l governor pressure sol enoi d i n governor
body. Push sol enoi d i n unti l i t snaps i nto pl ace i n
body.
(6) Posi ti on governor body gasket on transfer
pl ate.
(7) I nstal l retai ner pl ate on governor body and
around sol enoi d. Be sure sol enoi d connector i s posi -
ti oned i n retai ner cutout.
(8) Al i gn screw hol es i n governor body and trans-
fer pl ate. Then i nstal l and ti ghten governor body
screws to 4 Nm (35 i n. l bs.) torque.
(9) Connect harness wi res to governor pressure
sol enoi d and governor pressure sensor.
(10) I nstal l fl ui d fi l ter and pan.
(12) Fi l l transmi ssi on wi th recommended fl ui d and
road test vehi cl e to veri fy repai r.
INSTALLATION
(1) Check condi ti on of O-ri ng seal s on val ve body
harness connector (Fi g. 327). Repl ace seal s on con-
nector body i f cut or worn.
(2) Check condi ti on of manual l ever shaft seal i n
transmi ssi on case. Repl ace seal i f l i p i s cut or worn.
I nstal l new seal wi th 15/16 deep wel l socket (Fi g.
328).
(3) Check condi ti on of seal s on accumul ator pi ston.
I nstal l new pi ston seal s, i f necessary.
(4) Pl ace val ve body manual l ever i n l ow (1 posi -
ti on) so bal l on park l ock rod wi l l be easi er to i nstal l
i n sprag.
(5) Lubri cate shaft of manual l ever wi th petrol eum
jel l y. Thi s wi l l ease i nserti ng shaft through seal i n
case.
(6) Lubri cate seal ri ngs on val ve body harness con-
nector wi th petrol eum jel l y.
(7) Posi ti on val ve body i n case and work end of
park l ock rod i nto and through pawl sprag. Turn pro-
pel l er shaft to al i gn sprag and park l ock teeth i f nec-
essary. The rod wi l l cl i ck as i t enters pawl . Move rod
to check engagement.
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.
(8) I nstal l accumul ator spri ng and pi ston i nto case.
Then swi ng val ve body over pi ston and outer spri ng
to hol d i t i n pl ace.
(9) Al i gn accumul ator pi ston and outer spri ng,
manual l ever shaft and el ectri cal connector i n case.
(10) Then seat val ve body i n case and i nstal l one
or two bol ts to hol d val ve body i n pl ace.
(11) Ti ghten val ve body bol ts al ternatel y and
evenl y to 11 Nm (100 i n. l bs.) torque.
(12) I nstal l new fl ui d fi l ter on val ve body. Ti ghten
fi l ter screws to 4 Nm (35 i n. l bs.) torque.
(13) I nstal l throttl e and gearshi ft l evers on val ve
body manual l ever shaft.
(14) Check and adjust front and rear bands i f nec-
essary.
(15) I nstal l the transmi ssi on range sensor (Refer
to 21 - TRANSMI SSI ON/AUTOMATI C/TRANSMI S-
SI ON RANGE SENSOR - I NSTALLATI ON).
(16) Connect sol enoi d case connector wi res.
(17) I nstal l oi l pan and new gasket. Ti ghten pan
bol ts to 13.6 Nm (125 i n. l bs.) torque.
(18) Lower vehi cl e and fi l l transmi ssi on wi th
(19) Check and adjust gearshi ft and throttl e val ve
cabl es, i f necessary.
Fig. 327 Valve Body Harness Connector O-Ring Seal
1 - CONNECTOR O-RINGS
2 - VALVE BODY HARNESS CONNECTOR
3 - HARNESS
ADJUSTMENTS - VALVE BODY
CONTROL PRESSURE ADJUSTMENTS
There are two control pressure adjustments on the
val ve body;
Li ne Pressure
Throttl e Pressure
Li ne and throttl e pressures are i nterdependent
because each affects shi ft qual i ty and ti mi ng. As a
resul t, both adjustments must be performed properl y
and i n the correct sequence. Adjust l i ne pressure fi rst
and throttl e pressure l ast.
LINE PRESSURE ADJUSTMENT
Measure di stance from the val ve body to the i nner
edge of the adjusti ng screw wi th an accurate steel
scal e (Fi g. 329).
Di stance shoul d be 33.4 mm (1-5/16 i n.).
I f adjustment i s requi red, turn the adjusti ng screw
i n, or out, to obtai n requi red di stance setti ng.
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 compl ete turn of the adjusti ng screw changes
l i ne pressure approxi matel y 1-2/3 psi (9 kPa).
Turni ng the adjusti ng screw countercl ockwi se
i ncreases pressure whi l e turni ng the screw cl ockwi se
decreases pressure.
THROTTLE PRESSURE ADJUSTMENT
I nsert Gauge Tool C-3763 between the throttl e
l ever cam and the ki ckdown val ve stem (Fi g. 330).
Push the gauge tool i nward to compress the ki ck-
down val ve agai nst the spri ng and bottom the throt-
tl e val ve.
Mai ntai n pressure agai nst ki ckdown val ve spri ng.
Turn throttl e l ever stop screw unti l the screw head
touches throttl e l ever tang and the throttl e l ever cam
touches gauge tool .
NOTE: The kickdown valve spring must be fully
compressed and the kickdown valve completely
bottomed to obtain correct adjustment.
Fig. 328 Manual Lever Shaft Seal
1 - 15/16 SOCKET
2 - SEAL
Fig. 329 Line Pressure Adjustment
1 - WRENCH
2 - 15/16 INCH
Fig. 330 Throttle Pressure Adjustment
1 - HEX WRENCH (IN THROTTLE LEVER ADJUSTING SCREW)
2 - SPECIAL TOOL C-3763 (POSITIONED BETWEEN THROTTLE
LEVER AND KICKDOWN VALVE)

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