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Alignment Shaft 6227-2 into the overdrive unit to prevent misalignment of the overdrive clutches dur- ing service of main transmission components.
(24) Loosen rear band locknut and loosen adjust-
ing screw 3-4 turns.
Fig.35IntermediateShaftThrustPlate
1 - SHAFT THRUST PLATE 2 - INTERMEDIATE SHAFT PILOT HUB
Fig.33FrontBandLeverAndPin
1 - BAND LEVER 2 - USE PENCIL MAGNET TO REMOVE REACTION PIN
Fig.36IntermediateShaftAndPlanetaryGeartrain 1 - INTERMEDIATE SHAFT AND PLANETARY GEARTRAIN ASSEMBLY
Fig.34IntermediateShaftThrustWasher
1 - THRUST WASHER 2 - INTERMEDIATE SHAFT PILOT HUB
DR AUTOMATIC TRANSMISSION - 46RE (Continued)
AUTOMATIC TRANSMISSION - 46RE
21 - 163
(25) Remove snap-ring that retains low-reverse
drum on overdrive piston retainer hub (Fig. 37).
(27) Note that overrunning clutch race will remain on splines of low-reverse drum after removal (Fig. 39). The race is a permanent press fit on the hub splines. Do not attempt to remove the race. (28) Remove overrunning clutch assembly (Fig. 40). Assembly can be removed without displacing rollers and springs if care is exercised. Note position of rollers and springs for assembly reference.
Fig.37Low-ReverseDrumSnap-Ring
1 - LOW-REVERSE DRUM 2 - TABBED WASHER 3 - SNAP-RING
(26) Slide low-reverse drum and thrust washer off
piston retainer hub and out of rear band (Fig. 38).
Fig.38Low-ReverseDrumAndThrustWasher
1 - LOW-REVERSE DRUM 2 - SPOTFACE FOR WASHER 3 - THRUST WASHER
Fig.39OverrunningClutchRacePositionOn
Low-ReverseDrum
1 - OVERRUNNING CLUTCH RACE 2 - LOW-REVERSE DRUM
Fig.40OverrunningClutchRemoval
1 - CLUTCH CAM 2 - OVERRUNNING CLUTCH ASSEMBLY
21 - 164
AUTOMATIC TRANSMISSION - 46RE (Continued)AUTOMATIC TRANSMISSION - 46RE
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(29) Remove rear band adjusting lever, reaction
lever and pin (Fig. 41).
(30) Remove strut from rear band. Keep strut with levers and pin for cleaning, inspection and assembly reference.
(31) Remove rear band and link (Fig. 42).
(32) Compress front servo rod guide with large C-clamp and Tool C-4470, or Compressor Tool C-3422-B (Fig. 43). Compress guide only enough to permit snap-ring removal (about 1/8 in.).
(33) Remove servo piston snap-ring (Fig. 43). Unseat one end of ring. Then carefully work removal tool around back of ring until free of ring groove. Exercise caution when removing snap-ring. Servo bore can be scratched or nicked if care is not exercised.
(34) Remove tools and remove servo piston and
spring.
(35) Compress rear servo piston with C-clamp and Tool C-4470, or Valve Spring Compressor C-3422-B (Fig. 44). Compress servo spring retainer only enough to permit snap-ring removal.
(36) Remove servo piston snap-ring (Fig. 44). Start one end of ring out of bore. Then carefully work removal tool around back of snap-ring until free of ring groove. Exercise caution when removing snap-ring. Servo bore can be scratched or nicked if care is not exercised.
(37) Remove tools and remove rear servo retainer,
spring and piston assembly.
Fig.41RearBandLeversAndPins
1 - REAR BAND ADJUSTING LEVER 2 - REACTION LEVER 3 - BAND LINK 4 - REAR BAND REACTION PIN
Fig.43FrontServoRetainingSnap-Ring
1 - C-CLAMP 2 - FRONT SERVO ROD GUIDE 3 - SNAP-RING 4 - TOOL C-4470
CLEANING
Clean the case in a solvent tank. Flush the case bores and fluid passages thoroughly with solvent. Dry the case and all fluid passages with compressed air. Be sure all solvent is removed from the case and that all fluid passages are clear.
Fig.42RearBandAndLink
1 - BAND LINK 2 - REAR BAND
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AUTOMATIC TRANSMISSION - 46RE
21 - 165
Pre-sized service
for replacement purposes. Only the sun gear bushings are not serviced.
available
bushings
are
The use of crocus cloth is permissible where neces- sary, providing it is used carefully. When used on shafts, or valves, use extreme care to avoid rounding off sharp edges. Sharp edges are vital as they pre- vent foreign matter from getting between the valve and valve bore.
Do not reuse oil seals, gaskets, seal rings, or O-rings during overhaul. Replace these parts as a matter of course. Also do not reuse snap rings or E-clips that are bent or distorted. Replace these parts as well.
ASSEMBLY
Fig.44RearServoRetainingSnap-Ring
1 - TOOL C-4470
2 - C-CLAMP 3 - REAR SERVO SPRING RETAINER 4 - RETAINER SNAP-RINGNOTE: Do not use shop towels or rags to dry the case (or any other transmission component) unless they are made from lint-free materials. Lint will stick to case surfaces and transmission components and circulate throughout the transmission after assem- bly. A sufficient quantity of lint can block fluid pas- sages and interfere with valve body operation.
Lubricate transmission parts with Mopart ATF +4, Automatic Transmission fluid during overhaul and assembly. Use petroleum jelly to prelubricate seals, O-rings, and thrust washers. Petroleum jelly can also be used to hold parts in place during reassembly.
INSPECTION
Inspect the case for cracks, porous spots, worn bores, or damaged threads. Damaged threads can be repaired with Helicoil thread inserts. However, the case will have to be replaced if it exhibits any type of damage or wear.
Lubricate the front band adjusting screw threads with petroleum jelly and thread the screw part-way into the case. Be sure the screw turns freely.
Inspect the transmission bushings during overhaul. Bushing condition is important as worn, scored bush- ings contribute to low pressures, clutch slip and accelerated wear of other components. However, do not replace bushings as a matter of course. Replace bushings only when they are actually worn, or scored.
Use recommended tools to replace bushings. The tools are sized and designed to remove, install, and seat bushings correctly. The bushing replacement tools are included in Bushing Tool Set C-3887-B.
Do not allow dirt, grease, or foreign material to enter the case or transmission components during assembly. Keep the transmission case and compo- nents clean. Also make sure the tools and workbench area used for reassembly operations are equally clean.
Shop towels used for wiping off tools and your hands must be made from lint free materials. Lint will stick to transmission parts and could interfere with valve operation or even restrict fluid passages. Lubricate transmission clutch and gear compo- nents with Mopart ATF +4, Automatic Transmission fluid, during reassembly. Soak clutch discs in trans- mission fluid before installation.
Use Mopart Door Ease, or Ru-Glyde™ on piston seals and O-rings to ease installation. Petroleum jelly can also be used to lubricate and hold thrust washers and plates in position during assembly.
Do not use chassis grease, bearing grease, white grease, or similar lubricants on any part. These types of lubricants can eventually block or restrict fluid passages and valve operation. Use petroleum jelly only.
Do not force parts into place. The transmission components and sub-assemblies are easily installed by hand when properly aligned. If a part seems dif- ficult to install, it is either misaligned or incorrectly assembled. Verify that thrust washers, thrust plates and seal rings are correctly positioned.
The planetary geartrain, front/rear clutch assem- blies and oil pump are all much easier to install when the transmission case is upright. Either tilt the case upward with wood blocks, or cut a hole in the bench large enough for the intermediate shaft and rear support. Then lower the shaft and support into the hole and support the rear of the case directly on the bench.
AUTOMATIC TRANSMISSION - 46RE
21 - 166
AUTOMATIC TRANSMISSION - 46RE (Continued) FRONT/REAR SERVO(1) Lubricate rear servo piston seal with Mopart Door Ease or ATF +4. Lubricate servo bore in case with ATF +4.
(2) Install rear servo piston in case. Position piston at slight angle to bore and insert piston with twisting motion (Fig. 45).
(3) Install rear servo spring and retainer in case
bore (Fig. 46). Be sure spring is seated on piston.
(4) Compress rear servo piston with C-clamp or Valve Spring Compressor C-3422-B and install servo piston snap-ring (Fig. 47).
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(5) Lubricate front servo piston components and
servo bore in case with transmission fluid.
(6) Install
front servo piston in bore. Carefully “run” small, suitable tool around piston ring to press it back into groove and ease installation (Fig. 48). Rotate piston into bore at same time. Rock piston slightly to ease piston ring past snap-ring groove and into bore.
Fig.45RearServoPiston
1 - REAR SERVO PISTON
Fig.47RearServoSnap-Ring
1 - TOOL C-4470
2 - C-CLAMP 3 - REAR SERVO SPRING RETAINER 4 - RETAINER SNAP-RINGFig.46RearServoPistonSpringAndRetainer
1 - PISTON SPRING 2 - REAR SERVO PISTON 3 - SPRING RETAINER
Fig.48FrontServoPiston
1 - USE SUITABLE TOOL TO HELP SEAT PISTON RING 2 - FRONT SERVO PISTON
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21 - 167
(7) Bottom front servo piston in bore and install
servo spring.
(8) Install front servo piston rod guide as follows: (a) Place Tool SP-5560 (or similar size tool) on guide and position C-clamp on tool and case (Fig. 49).
(b) Slowly compress rod guide while simulta- neously easing seal ring into bore with suitable tool. (9) Install rod guide snap-ring (Fig. 49).
Fig.50RearBandAndLink
1 - REAR BAND 2 - BAND LINK
Fig.49FrontServoRodGuideAndSnap-Ring
1 - C-CLAMP 2 - ROD GUIDE 3 - SMALL SCREWDRIVER 4 - ROD GUIDE SNAP-RING 5 - TOOL SP-5560
OVERRUNNING CLUTCH, REAR BAND, AND LOW-REVERSE DRUM
(1) Install overrunning clutch components. (2) Position rear band and link in case (Fig. 50). (3) Install low-reverse drum (Fig. 51). Slide drum through rear band, onto piston retainer hub and into engagement with overrunning clutch and race.
Fig.51Low-ReverseDrum
1 - LOW-REVERSE DRUM 2 - REAR BAND LINK 3 - HUB OF OVERDRIVE PISTON RETAINER
21 - 168
AUTOMATIC TRANSMISSION - 46RE (Continued)AUTOMATIC TRANSMISSION - 46RE
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(4) Install thrust washer in low-reverse drum spot- face (Fig. 52). Use petroleum jelly to hold washer in place.
(5) Install snap-ring that secures low-reverse drum
to piston retainer hub (Fig. 52).
(6) Insert band reaction pin part way into case and
band link (Fig. 53).
(7) Install rear band adjusting lever, reaction lever, and strut (Fig. 54). Be sure levers and strut are aligned and engaged before seating band reaction pin in case.
Fig.52Low-ReverseDrumSnap-Ring
1 - LOW-REVERSE DRUM 2 - TABBED WASHER 3 - SNAP-RING
Fig.54RearBandLeversAndStrut
1 - ADJUSTING SCREW AND NUT 2 - ADJUSTING LEVER 3 - REACTION LEVER 4 - STRUT
PLANETARY GEARTRAIN, FRONT/REAR CLUTCH, AND FRONT BAND
(1) Remove Alignment Shaft 6227-2,
if
installed
previously.
(2) Install assembled intermediate shaft and plan- etary geartrain (Fig. 55). Support shaft carefully dur- ing installation. Do not allow shaft bearing/bushing surfaces to become nicked or scratched.
Fig.53RearBandReactionPin
1 - REACTION PIN 2 - BAND LINK 3 - REAR BAND 4 - O-RINGS
Fig.55IntermediateShaftAndPlanetaryGeartrain 1 - INTERMEDIATE SHAFT AND PLANETARY GEARTRAIN ASSEMBLY
DR AUTOMATIC TRANSMISSION - 46RE (Continued)
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(3) Lubricate intermediate shaft thrust plate with petroleum jelly and install plate on shaft pilot hub (Fig. 56).
(4) Check input shaft front seal rings, fiber thrust washer and rear seal ring (Fig. 57). Be ends of rear seal ring are hooked together and the square cut ends of front seal rings are firmly seated against each other. Lubricate seal rings with petroleum jelly after checking them.
(5) Assemble front and rear clutches (Fig. 58). Align lugs on front clutch discs. Mount front clutch on rear clutch. Turn front clutch retainer back and forth until front clutch discs are fully seated on rear clutch splined hub.
Fig.57InputShaftSealRingsAndThrustWasher 1 - TORLONT FRONT SEAL RINGS 2 - INPUT SHAFT 3 - REAR SEAL RING 4 - THRUST WASHER
Fig.56IntermediateShaftThrustPlate
1 - SHAFT THRUST PLATE 2 - INTERMEDIATE SHAFT PILOT HUB
(6) Install intermediate shaft thrust washer in hub of rear clutch retainer (Fig. 59). Use petroleum jelly to hold washer in place. Position washer so grooves are facing outward. Washer only fits one way in clutch retainer hub.
(7) Place transmission case in upright position, or place blocks under front end of transmission repair stand to tilt case rearward. This makes it easier to install front/rear clutch assembly.
(8) Align discs in rear clutch. Then install and engage assembly in front planetary and driving shell (Fig. 60). Turn clutch retainers back and forth until both clutches are seated.
(9) Position front band lever in case and over servo rod guide. Then install front band lever pin in case and slide it through lever.
(10) Coat threads of front band pin access plug with sealer and install it in case. Tighten plug to 17
N·m (13 ft. lbs.) torque.Fig.58AssemblingFrontAndRearClutches
1 - FRONT CLUTCH ASSEMBLY 2 - REAR CLUTCH ASSEMBLY 3 - REAR CLUTCH SPLINED HUB
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AUTOMATIC TRANSMISSION - 46RE (Continued)AUTOMATIC TRANSMISSION - 46RE
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(11) Slide front band over front clutch retainer and
install front band strut and anchor (Fig. 61).
(12) Tighten front band adjusting screw until band is tight on clutch retainer. This will hold clutches in place while oil pump is being installed. Verify that front/rear clutch assembly is still properly seated before tightening band.
Fig.60Front/RearClutchAssemblies
1 - FRONT AND REAR CLUTCH ASSEMBLIES
Fig.59IntermediateShaftThrustWasher 1 - BE SURE WASHER GROOVES FACE OUT AS SHOWN 2 - REAR CLUTCH RETAINER HUB 3 - THRUST WASHER
OIL PUMP
(1) Install oil pump Pilot Studs C-3288-B in case
(Fig. 62).
(2) Install new oil pump gasket on pilot studs and seat it in case. Be sure gasket is properly aligned with fluid passages in case (Fig. 62).
(3) Coat the reaction shaft thrust washer with petroleum jelly to hold it in place. Then install washer over reaction shaft hub and seat it on pump (Fig. 63).
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.
(4) Check seal rings on reaction shaft support. Be sure rings are hooked together correctly. Also be sure fiber thrust washer is in position (Fig. 64). Use extra petroleum jelly to hold washer in place if necessary. oil pump seals with petroleum
(5) Lubricate Mopart ATF +4.
Fig.61FrontBandAndLinkage
1 - LEVER 2 - STRUT 3 - ANCHOR 4 - FRONT BAND
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21 - 171
(6) Mount oil pump on pilot studs and slide pump into case opening (Fig. 65). Work pump into case by hand. Do not use a mallet or similar tools to seat pump.
(7) Remove pilot studs and install oil pump bolts. Tighten pump bolts alternately and evenly to fully seat pump in case. Then final-tighten pump bolts to 20 N·m (15 ft. lbs.) torque.
(8) Verify correct installation. Rotate input and intermediate shafts and check for bind. If bind exists, components are either mis-assembled, or not seated. Disassemble and correct as necessary before proceed- ing.
Fig.64ReactionShaftSealRingAndThrustWasher 1 - SEAL RINGS 2 - REACTION SHAFT SUPPORT 3 - THRUST WASHER (FIBER)
Fig.62OilPumpGasketAndPilotStuds
1 - OIL PUMP GASKET 2 - PILOT STUDS C-3288-B
Fig.63ReactionShaftThrustWasher
1 - THRUST WASHER 2 - CHAMFERED SIDE OF WASHER BORE GOES TOWARD PUMP
Fig.65OilPump
1 - SEAT OIL PUMP IN CASE BY HAND 2 - REMOVE PILOT STUDS WHEN PUMP IS SEATED
AUTOMATIC TRANSMISSION - 46RE
21 - 172
AUTOMATIC TRANSMISSION - 46RE (Continued) INPUT SHAFT END PLAY CHECKNOTE: Overdrive unit must be installed in order to correctly measure the input shaft end-play.
(1) Measure input shaft end play (Fig. 66).
If end play is incorrect,
NOTE: incorrectly assembled, or washer washer is selective.
reaction shaft is incorrect. The reaction shaft
transmission is thrust thrust
(a) Attach Adapter 8266-5 to Handle 8266-8. (b) Attach dial indicator C-3339 to Handle 8266-8. (c) Install the assembled tool onto the input shaft of the transmission and tighten the retaining screw on Adapter 8266-5 to secure it to the input shaft.
(d) Position the dial
indicator plunger against a flat spot on the oil pump and zero the dial indicator. (e) Move input shaft in and out and record read- ing. End play should be 0.86 - 2.13 mm (0.034 - 0.084 in.). Adjust as necessary.
Fig.66CheckingInputShaftEndPlay
1 - TOOL 8266-8
2 - TOOL 8266-5
3 - TOOL C-3339ACCUMULATOR, VALVE BODY, OIL PAN, AND TORQUE CONVERTER
(1) Install accumulator inner spring, piston and
outer spring (Fig. 67).
(2) Install new valve body manual shaft seal in case (Fig. 68). Lubricate seal lip and manual shaft with petroleum jelly. Start seal over shaft and into case. Seat seal with 15/16 inch, deep well socket.
(3) Install valve body as follows:
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(a) Start park rod into park pawl. If rod will not slide past park pawl, pawl is engaged in park gear. Rotate overdrive output shaft with suitable size 12
point socket; this will free pawl and allow rod to engage.(b) Align and seat valve body on case. Be sure lever shaft and overdrive connector are
manual fully seated in case.
(c) Install and start all valve body attaching bolts by hand. Then tighten bolts evenly, in a diag- onal pattern to 12 N·m (105 in. lbs.) torque. Do not overtighten valve body bolts. This could result in distortion and cross leakage after installation..
CAUTION: It is possible for the park rod to displace into a cavity just above the pawl sprag during installation. Make sure the rod is actually engaged in the pawl and has not displaced into this cavity.
(4) Install new filter on valve body. Tighten filter
screws to 4 N·m (35 in. lbs.).
(5) Install the transmission range sensor.
Fig.67AccumulatorPistonAndSprings
1 - ACCUMULATOR PISTON 2 - OUTER SPRING 3 - INNER SPRING
Fig.68ManualLeverShaftSeal
1 - 15/1688 SOCKET 2 - SEAL
DR AUTOMATIC TRANSMISSION - 46RE (Continued)
AUTOMATIC TRANSMISSION - 46RE
21 - 173
If
the condition of
the transmission CAUTION: before the overhaul procedure caused excessive metallic or fiber contamination in the fluid, replace the torque converter. Fluid contamination and trans- mission failure can result if not done.
(6) Install torque converter. Use C-clamp or metal
strap to hold converter in place for installation.
BAND ADJUSTMENT AND FINAL
(1) Adjust front and rear bands as follows:
(a) Loosen locknut on each band adjusting screw
(b) Tighten both adjusting screws to 8 N·m (72
(c) Back off
front band adjusting screw 2-7/8
4-5 turns.
in. lbs.).
turns.
(d) Back off rear band adjusting screw 2 turns. (e) Hold each adjusting screw in position and
tighten locknut to 34 N·m (25 ft. lbs.) torque. (2) Install magnet in oil pan. Magnet seats on
small protrusion at corner of pan.
(3) Position new oil pan gasket on case and install
oil pan. Tighten pan bolts to 17 N·m (13 ft. lbs.).
(4) Install throttle valve and shift selector levers
on valve body manual lever shaft.
(5) Apply small quantity of dielectric grease to ter- minal pins of solenoid case connector and transmis- sion range sensor.
(6) Fill
transmission with recommended fluid.
Refer to Service Procedures section of this group.
INSTALLATION
(1) Check torque converter hub and hub drive notches for sharp edges burrs, scratches, or nicks. Polish the hub and notches with 320/400 grit paper and crocus cloth if necessary. The hub must be smooth to avoid damaging pump seal at installation. (2) Lubricate pocket in the rear oil pump seal lip
with transmission fluid.
(3) Lubricate converter pilot hub of the crankshaft
with a light coating of Mopart High Temp Grease.
(4) Align and install converter in oil pump. (5) Carefully insert converter in oil pump. Then rotate converter back and forth until fully seated in pump gears.
(6) Check converter seating with steel scale and straightedge (Fig. 69). Surface of converter lugs should be 1/2 in. to rear of straightedge when con- verter is fully seated.
(7) Temporarily secure converter with C-clamp.
Fig.69CheckingConverterSeating-Typical
1 - SCALE 2 - STRAIGHTEDGE
(8) Position transmission on jack and secure it
with chains. (9) Check
of
condition
driveplate. Replace the plate if cracked, distorted or damaged. Also be sure transmission dowel pins are seated in engine block and protrude far enough to hold transmission in alignment.
converter
(10) Raise transmission and align converter with drive plate and converter housing with engine block. (11) Move transmission forward. Then raise, lower or tilt transmission to align converter housing with engine block dowels.
(12) Carefully work transmission forward and over engine block dowels until converter hub is seated in crankshaft.
(13) Install bolts attaching converter housing to
engine.
(14) Install rear support. (15) Install the rear transmission crossmember. (16) Lower transmission onto crossmember and install bolts attaching transmission mount to cross- member.
(17) Remove engine support fixture. (18) Install the transfer case, if equipped. (19) Install crankshaft position sensor. (Refer to 14
- FUEL SYSTEM/FUEL INJECTION/CRANKSHAFT POSITION SENSOR - INSTALLATION)21 - 174
AUTOMATIC TRANSMISSION - 46RE (Continued)AUTOMATIC TRANSMISSION - 46RE
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(20) Connect gearshift cable (Fig. 70) and throttle
cable to transmission.
(25) Connect cooler lines (Fig. 71) to transmission.
Fig.70GearshiftCableAtTransmission
1 - GEARSHIFT CABLE 2 - TRANSMISSION MANUAL LEVER 3 - CABLE SUPPORT BRACKET
(21) Connect wires to the transmission range sen- sor and transmission solenoid connector. Be sure the transmission harnesses are properly 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) Install torque converter-to-driveplate bolts. (23) Install converter housing access cover. (24) Install starter motor and cooler line bracket. (Refer to 8 - ELECTRICAL/STARTING/STARTER MOTOR - INSTALLATION)
Fig.71TransmissionCoolerLines
1 - TRANSMISSION 2 - RADIATOR 3 - COOLER LINES
(26) Install transmission fill tube. Install new seal
on tube before installation.
(27) Install any exhaust components previously
removed.
(28) Align and connect propeller shaft. (Refer to 3 - DRIVELINE/PROPELLER
DIFFERENTIAL SHAFT/PROPELLER SHAFT - INSTALLATION)
(29) Adjust gearshift
cable and throttle valve
cable, if necessary. the
(30) Install
equipped.
transfer
case
skid plate,
if
(31) Lower vehicle. (32) Fill transmission with Mopart ATF +4, Auto-
matic Transmission fluid.
DR AUTOMATIC TRANSMISSION - 46RE (Continued) SCHEMATICS AND DIAGRAMS
AUTOMATIC TRANSMISSION - 46RE
21 - 175
HYDRAULIC SCHEMATICS
21 - 176
AUTOMATIC TRANSMISSION - 46RE (Continued)AUTOMATIC TRANSMISSION - 46RE
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DR AUTOMATIC TRANSMISSION - 46RE (Continued)
AUTOMATIC TRANSMISSION - 46RE
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DR AUTOMATIC TRANSMISSION - 46RE (Continued)
AUTOMATIC TRANSMISSION - 46RE
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AUTOMATIC TRANSMISSION - 46RE (Continued)AUTOMATIC TRANSMISSION - 46RE
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DR AUTOMATIC TRANSMISSION - 46RE (Continued)
AUTOMATIC TRANSMISSION - 46RE
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DR AUTOMATIC TRANSMISSION - 46RE (Continued)
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DR AUTOMATIC TRANSMISSION - 46RE (Continued)
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AUTOMATIC TRANSMISSION - 46RE (Continued)AUTOMATIC TRANSMISSION - 46RE
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DR AUTOMATIC TRANSMISSION - 46RE (Continued) SPECIFICATIONS
AUTOMATIC TRANSMISSION - 46RE
21 - 187
GEAR RATIOS
1ST GEAR 2ND GEAR 3RD GEAR 4TH GEAR REVERSE
2.45:1
1.45:1
1.0:1
0.69:1
2.21:1TRANSMISSION
GENERAL
Component
Metric
Inch
Planetary end play
0.150-1.22
0.006-0.048
mm
in.
Input shaft end play
0.86-2.13
0.034-0.084
mm
in.
Clutch pack clearance/
1.78-3.28
0.070-0.129
Front.
mm
in.
Clutch pack clearance/
0.635-0.914
0.025-0.036
Rear.
Front clutch Rear clutch
Overdrive clutch
Direct clutch
Band adjustment from
72 in. lbs. Front band Rear band
mm
in.
3 discs 4 discs 4 discs 8 discs
Back off 2 7/8 turns
Back off 2 turns
Recommended fluid
MoparT ATF +4, Automatic
Transmission Fluid
THRUST WASHER/SPACER/SNAP-RING DIMENSIONS
Front clutch thrust washer (reaction shaft support hub)
Component
Rear clutch thrust washer (clutch retainer)
Intermediate shaft thrust plate (shaft hub pilot) Output shaft thrust washer (rear clutch hub)
Rear clutch pack snap-ring
Planetary geartrain snap-ring (at front of output shaft)
Metric 1.55 mm
2.15 mm 2.59 mm 1.55 mm
1.5-1.6 mm 1.3-1.4 mm
1.75-1.8 mm 2.1-2.2 mm 1.5-1.6 mm
1.9-1.95 mm 1.4-1.5 mm
1.6-1.7 mm
Inch
0.061 in.
0.084 in. 0.102 in. 0.061 in.
0.060-0.063 in. 0.052-0.054 in.
0.068-0.070 in. 0.083-0.085 in. 0.060-0.062 in.
0.074-0.076 in. 0.055-0.059 in.
0.062-0.066 in.
Overdrive piston thrust plate
Intermediate shaft spacer
Thrust plate and spacer are
select fit. Refer to size charts and selection
procedures in Overdrive
Unit D&A procedures
21 - 188
AUTOMATIC TRANSMISSION - 46RE (Continued)AUTOMATIC TRANSMISSION - 46RE
PRESSURE TEST
DR
Overdrive clutch
Fourth gear only
Line pressure (at
Closed throttle
accumulator) Front servo Rear servo
Third or Fourth gear only
1 range R range
Governor
D range closed throttle
Pressure should be 469-496 kPa (68-72 psi) with
closed throttle and increase to 620-896 kPa (90-130
psi) at 1/2 to 3/4 throttle. 372-414 kPa (54-60 psi).
No more than 21 kPa (3 psi) lower than line pressure. No more than 21 kPa (3 psi) lower than line pressure. 1103 kPa (160 psi) at idle, builds to 1862 kPa (270 psi)
at 1600 rpm.
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
Fitting, cooler line at trans
Bolt, torque convertor
Bolt, clevis bracket to crossmember Bolt, clevis bracket to rear support
Bolt, driveplate to crankshaft
Plug, front band reaction Locknut, front band adj.
Bolt, fluid pan
Screws, fluid filter
Bolt, oil pump
Bolt, overrunning clutch cam
Bolt, O/D to trans.
Bolt, O/D piston retainer Plug, pressure test port
Bolt, reaction shaft support
Locknut, rear band
Bolt, valve body to case
Sensor, trans speed
Screw, solenoid wiring connector Screw, solenoid to transfer plate
Bracket, transmission range sensor mounting Screw, transmission range sensor to mounting
bracket
N·m 18
31
47
68
75
17
34
17
20
17
34
17
14
20
41
12
27
34
3.4Ft. Lbs.
13
35
50
55
13
25
13
15
13
25
13
10
15
30
20In. Lbs.
270
35
100
35
35
300
30DR AUTOMATIC TRANSMISSION - 46RE (Continued) SPECIAL TOOLS
AUTOMATIC TRANSMISSION - 46RE
21 - 189
RE TRANSMISSION
Adapter,BandAdjuster-C-3705
Studs,OilPumpPilot-C-3288-B
Gauge,Pressure-C-3292
Gauge,Pressure-C-3293SP
Stand,TransmissionRepair-C-3750-B
Puller,SlideHammer-C-3752
Set,DialIndicator-C-3339
Gauge,ThrottleSetting-C-3763
Compressor,Spring-C-3422-B
Installer,Seal-C-3860-A
21 - 190
AUTOMATIC TRANSMISSION - 46RE (Continued)AUTOMATIC TRANSMISSION - 46RE
DR
Compressor,Spring-C-3863-A
Remover/Installer,Bushing-C-4470
Remover,Seal-C-3985-B
DialCaliper-C-4962
Installer,Seal-C-3995-A
SpringCompressorandAlignmentShaft-6227
Handle,Universal-C-4171
Bar,Gauge-6311
Gauge,Block-6312
DR AUTOMATIC TRANSMISSION - 46RE (Continued)
AUTOMATIC TRANSMISSION - 46RE
21 - 191
ACCUMULATOR DESCRIPTION
The accumulator (Fig. 72) is a hydraulic device that has the sole purpose of cushioning the applica- tion of a band or clutch. The accumulator consists of a dual-land piston and a spring located in a bore in the transmission case. The 3-4 accumulator is located in a housing attached to the side of the valve body (Fig. 73).
Fig.72Accumulator
1 - ACCUMULATOR PISTON 2 - PISTON SPRING
Retainer,DetentBallandSpring-6583
Installer,OverdrivePistonSeal-8114
Socket,TRSMountingBracket-8581
Installer,Seal-9037
Fig.733-4AccumulatorandHousing
1 - ACCUMULATOR PISTON 2 - 3-4 ACCUMULATOR HOUSING 3 - TEFLON SEALS 4 - PISTON SPRING 5 - COVER PLATE AND SCREWS
DR
Fig.75AccumulatorinSECONDGearPosition
1 - BOTTOM OF BORE 2 - LINE PRESSURE 3 - SHUTTLE VALVE
INSPECTION
Inspect the accumulator piston and seal rings. Replace the seal rings if worn or cut. Replace the pis- ton if chipped or cracked.
Check condition of the accumulator spring. Replace the spring if the coils are cracked, distorted or col- lapsed.
AUTOMATIC TRANSMISSION - 46RE
21 - 192
ACCUMULATOR (Continued) OPERATIONBoth the accumulator and the 3-4 accumulator function the same. Line pressure is directed to the small end of the piston when the transmission is placed into a DRIVE position (Fig. 74), bottoming it against the accumulator plate. When the 1-2 upshift occurs (Fig. 75), line pressure is directed to the large end of the piston and then to the kickdown servo. As the line pressure reaches the accumulator, the com- bination of spring pressure and line pressure forces the piston away from the accumulator plate. This causes a balanced pressure situation, which results in a cushioned band application. After the kickdown servo has become immovable, line pressure will fin- ish pushing the accumulator up into its bore. When the large end of the accumulator piston is seated in its bore, the band or clutch is fully applied.
NOTE: The accumulator is shown in the inverted position for illustrative purposes.
Fig.74AccumulatorinDRIVE-FIRSTGearPosition 1 - LINE PRESSURE
DR
BANDS DESCRIPTION
KICKDOWN (FRONT) BAND
The kickdown, or “front”, band (Fig. 76) holds the common sun gear of the planetary gear sets. The front (kickdown) band is made of steel, and faced on its inner circumference with a friction-type lining. One end of the band is anchored to the transmission case, and the other is acted on with a pushing force by a servo piston. The front band is a single-wrap design (the band does not completely encompass/ wrap the drum that it holds).
Fig.76FrontBand
1 - FRONT BAND 2 - TRANSMISSION HOUSING
LOW/REVERSE (REAR) BAND
The low/reverse band, or “rear”, band (Fig. 77) is similar in appearance and operation to the front band. The rear band is also a single-wrap design ( the band does not completely encompass/wrap the drum that it holds).
OPERATION
KICKDOWN (FRONT) BAND
The kickdown band holds the common sun gear of the planetary gear sets by applying and holding the front clutch retainer, which is splined to the sun gear driving shell, and in turn splined directly to the sun gear. The application of the band by the servo is typ- ically done by an apply lever and link bar.
LOW/REVERSE (REAR) BAND
The rear band holds the rear planet carrier sta- tionary by being mounted around and applied to the low/reverse drum.
AUTOMATIC TRANSMISSION - 46RE
21 - 193
Fig.77RearBandAndLink
1 - BAND LINK 2 - REAR BAND
ADJUSTMENTS
ADJUSTMENT - BANDS
FRONT BAND The front
(kickdown) band adjusting screw is located on the left side of the transmission case above the manual valve and throttle valve levers.
(1) Raise vehicle. (2) Loosen band adjusting screw locknut (Fig. 78). Then back locknut off 3-5 turns. Be sure adjusting screw turns freely in case. Apply lubricant to screw threads if necessary.
(3) Tighten band adjusting screw to 8 N·m (72 in. lbs.) torque with Inch Pound Torque Wrench C-3380-A, a 3-in. extension and an appropriate Torx™ socket.
CAUTION: If Adapter C-3705 is needed to reach the adjusting screw, tighten the screw to only 5 N·m (47-50 in. lbs.) torque.
(4) Back off
front band adjusting screw 2-7/8
turns.
(5) Hold adjuster screw in position and tighten
locknut to 41 N·m (30 ft. lbs.) torque.
(6) Lower vehicle.
REAR BAND
The transmission oil pan must be removed for
access to the rear band adjusting screw.
(1) Raise vehicle. (2) Remove transmission oil pan and drain fluid. (3) Loosen band adjusting screw locknut 5-6 turns.
Be sure adjusting screw turns freely in lever.
21 - 194
BANDS (Continued)AUTOMATIC TRANSMISSION - 46RE
DR
BRAKE TRANSMISSION SHIFT INTERLOCK SYSTEM DESCRIPTION
The Brake Transmission Shifter Interlock (BTSI) (Fig. 80), is a solenoid operated system. It consists of a solenoid permanently mounted on the gearshift cable.
Fig.78FrontBandAdjustmentScrewLocation
1 - LOCK-NUT 2 - FRONT BAND ADJUSTER
(4) Tighten adjusting screw to 8 N·m (72 in. lbs.)
torque (Fig. 79).
(5) Back off adjusting screw 2 turns. (6) Hold adjusting screw in place and tighten lock-
nut to 34 N·m (25 ft. lbs.) torque.
(7) Position new gasket on oil pan and install pan on transmission. Tighten pan bolts to 13.6 N·m (125
in. lbs.) torque.(8) Lower vehicle and refill
transmission with
Mopart ATF +4, Automatic Transmission fluid.
Fig.79RearBandAdjustmentScrewLocation
1 - LOW-REVERSE BAND ADJUSTMENT
Fig.80BrakeTransmissionInterlockMechanism 1 - STEERING COLUMN 2 - GEARSHIFT CABLE 3 - GEARSHIFT CABLE LOCK TAB 4 - BTSI SOLENOID LOCK TAB 5 - BTSI CONNECTOR
OPERATION
The system locks the shifter into the PARK posi- tion. The interlock system is engaged whenever the ignition switch is in the LOCK or ACCESSORY posi- tion. An additional electrically activated feature will prevent shifting out of the PARK position unless the brake pedal is depressed approximately one-half an inch. A magnetic holding device in line with the park lock cable is energized when the ignition is in the RUN position. When the key is in the RUN position and the brake pedal is depressed, the shifter is unlocked and will move into any position. The inter- lock system also prevents the ignition switch from being turned to the LOCK or ACCESSORY position, unless the shifter is fully locked into the PARK posi- tion.
DR BRAKE TRANSMISSION SHIFT INTERLOCK SYSTEM (Continued) DIAGNOSIS AND TESTING - BRAKE TRANSMISSION SHIFT INTERLOCK
AUTOMATIC TRANSMISSION - 46RE
21 - 195
(1) Verify that the key can only be removed in the
PARK position
(2) When the shift lever is in PARK And the shift handle pushbutton is in the “OUT” position, the igni- tion key cylinder should rotate freely from OFF to LOCK. When the shifter is in any other gear or neu- tral position, the ignition key cylinder should not rotate to the LOCK position.
(3) Shifting out of PARK should not be possible when the ignition key cylinder is in the OFF posi- tion.
(4) Shifting out of PARK should not be possible while applying normal pushbutton force and ignition key cylinder is in the RUN or START positions unless the foot brake pedal is depressed approxi- mately 1/2 inch (12mm).
(5) Shifting out of PARK should not be possible when the ignition key cylinder is in the ACCESSORY or LOCK positions.
(6) Shifting between any gears, NEUTRAL or into PARK may be done without depressing foot brake pedal with ignition switch in RUN or START posi- tions.
ADJUSTMENTS - BRAKE TRANSMISSION SHIFT INTERLOCK
Correct cable adjustment is important to proper interlock operation. The gearshift cable must be cor- rectly adjusted in order to shift out of PARK.
ADJUSTMENT PROCEDURE
(1) Remove the steering column trim as necessary for access to the brake transmission shift interlock. (2) Shift the transmission into the PARK position. (3) Pull upward on both the BTSI lock tab and the
gearshift cable lock tab (Fig. 81).
(4) Verify that the shift lever is in the PARK posi-
tion.
(5) Verify positive engagement of the transmission park lock by attempting to rotate the propeller shaft. The shaft will not rotate when the park lock is engaged.
(6) Turn ignition switch to LOCK position. Be sure ignition key cylinder is in the LOCK posi- tion. Cable will not adjust correctly in any other position.
(7) Ensure that the cable is free to self-adjust by
pushing cable rearward and releasing.
(8) Push the gearshift cable lock tab down until it
snaps in place.
(9) Locate the BTSI alignment hole in the bottom of the BTSI mechanism between the BTSI lock tab and the BTSI connector.
Fig.81BrakeTransmissionInterlockMechanism 1 - STEERING COLUMN 2 - GEARSHIFT CABLE 3 - GEARSHIFT CABLE LOCK TAB 4 - BTSI SOLENOID LOCK TAB 5 - BTSI CONNECTOR
(10) Move the BTSI assembly up or down on the gearshift cable until an appropriate size drill bit can be inserted into the alignment hole and through the assembly.
(11) Push the BTSI lock tab down until it snaps
into place and remove the drill bit.
(12) Install any steering column trim previously
removed.
BTSI FUNCTION CHECK
(1) Verify removal of ignition key allowed in PARK
position only.
(2) When the shift lever is in PARK, the ignition key cylinder should rotate freely from off to lock. When the shifter is in any other position, the ignition key should not rotate from off to lock.
(3) Shifting out of PARK should be possible when
the ignition key cylinder is in the off position.
(4) Shifting out of PARK should not be possible while applying normal force, and ignition key cylin- der is in the run or start positions, unless the foot brake pedal is depressed approximately 1/2 inch (12mm).
(5) Shifting out of PARK should not be possible when the ignition key cylinder is in the accessory or lock position.
(6) Shifting between any gear and NEUTRAL, or PARK, may be done without depressing foot brake with ignition switch in run or start positions.
(7) Engine starts must be possible with shifter lever in PARK or NEUTRAL positions only. Engine starts must not be possible in any position other than PARK or NEUTRAL.
21 - 196
BRAKE TRANSMISSION SHIFT INTERLOCK SYSTEM (Continued)AUTOMATIC TRANSMISSION - 46RE
DR
(8) With shifter lever in the: † PARK position - Apply upward force on the shift arm and remove pressure. Engine starts must be possible. † PARK position - Apply downward force on the shift arm and remove pressure. Engine starts must be possible. † NEUTRAL position - Normal position. Engine starts must be possible. † NEUTRAL position - Engine running and brakes applied, apply upward force on the shift arm. Trans- mission shall not be able to shift from neutral to reverse.
ELECTRONIC GOVERNOR DESCRIPTION
ponents used for governor pressure control include:
Governor pressure is controlled electronically. Com- † Governor body † Valve body transfer plate † Governor pressure solenoid valve † Governor pressure sensor † Fluid temperature thermistor † Throttle position sensor (TPS) † Transmission speed sensor † Powertrain control module (PCM)
GOVERNOR PRESSURE SOLENOID VALVE
The solenoid valve is a duty-cycle solenoid which regulates the governor pressure needed for upshifts and downshifts. It is an electro-hydraulic device located in the governor body on the valve body trans- fer plate (Fig. 82).
Fig.82GovernorPressureSolenoidValve
1 - SOLENOID FILTER 2 - GOVERNOR PRESSURE SOLENOID
GOVERNOR PRESSURE SENSOR
The governor pressure sensor measures output pressure of the governor pressure solenoid valve (Fig. 83).
Fig.83GovernorPressureSensor
1 - GOVERNOR BODY 2 - GOVERNOR PRESSURE SENSOR/TRANSMISSION FLUID TEMPERATURE THERMISTOR
GOVERNOR BODY AND TRANSFER PLATE
The transfer plate is designed to supply transmis- sion line pressure to the governor pressure solenoid valve and to return governor pressure.
The governor pressure solenoid valve is mounted in the governor body. The body is bolted to the lower side of the transfer plate (Fig. 83).
GOVERNOR PRESSURE CURVES
There are four governor pressure curves pro- grammed into the transmission control module. The different curves allow the control module to adjust governor pressure for varying conditions. One curve is used for operation when fluid temperature is at, or below, –1°C (30°F). A second curve is used when fluid temperature is at, or above, 10°C (50°F) during nor- mal city or highway driving. A third curve is used during wide-open throttle operation. The fourth curve is used when driving with the transfer case in low range.
OPERATION
Compensation is required for performance varia- tions of two of the input devices. Though the slope of the transfer functions is tightly controlled, offset may vary due to various environmental factors or manu- facturing tolerances.
The pressure transducer is affected by barometric pressure as well as temperature. Calibration of the zero pressure offset is required to compensate for shifting output due to these factors.
DR ELECTRONIC GOVERNOR (Continued)
Normal calibration will be performed when sump temperature is above 50 degrees F, or in the absence of sump temperature data, after the first 10 minutes of vehicle operation. Calibration of the pressure transducer offset occurs each time the output shaft speed falls below 200 RPM. Calibration shall be repeated each 3 seconds the output shaft speed is below 200 RPM. A 0.5 second pulse of 95% duty cycle is applied to the governor pressure solenoid valve and the transducer output is read during this pulse. Averaging of the transducer signal is necessary to reject electrical noise.
Under cold conditions (below 50 degrees F sump), the governor pressure solenoid valve response may be too slow to guarantee 0 psi during the 0.5 second calibration pulse. Calibration pulses are continued during this period, however the transducer output valves are discarded. Transducer offset must be read at key-on, under conditions which promote a stable reading. This value is retained and becomes the off- set during the 9cold9 period of operation.
GOVERNOR PRESSURE SOLENOID VALVE
The inlet side of the solenoid valve is exposed to normal transmission line pressure. The outlet side of the valve leads to the valve body governor circuit.
The solenoid valve regulates line pressure to pro- duce governor pressure. The average current sup- plied to the solenoid controls governor pressure. One amp current produces zero kPa/psi governor pres- sure. Zero amps sets the maximum governor pres- sure.
The powertrain control module (PCM) turns on the trans control relay which supplies electrical power to the solenoid valve. Operating voltage is 12 volts (DC). The PCM controls the ground side of the sole- noid using the governor pressure solenoid control cir- cuit.
GOVERNOR PRESSURE SENSOR
The sensor output signal provides the necessary feedback to the PCM. This feedback is needed to ade- quately control governor pressure.
GOVERNOR BODY AND TRANSFER PLATE
The transfer plate channels line pressure to the solenoid valve through the governor body. It also channels governor pressure from the solenoid valve to the governor circuit. It is the solenoid valve that develops the necessary governor pressure.
GOVERNOR PRESSURE CURVES
LOW TRANSMISSION FLUID TEMPERATURE
When the transmission fluid is cold the conven- tional governor can delay shifts, resulting in higher
AUTOMATIC TRANSMISSION - 46RE
21 - 197
than normal shift speeds and harsh shifts. The elec- tronically controlled low temperature governor pres- sure curve is higher than normal to make the transmission shift at normal speeds and sooner. The PCM uses a temperature sensor in the transmission oil sump to determine when low temperature gover- nor pressure is needed.
NORMAL OPERATION
Normal operation is refined through the increased computing power of the PCM and through access to data on engine operating conditions provided by the PCM that were not available with the previous stand-alone electronic module. This facilitated the development of a load adaptive shift strategy - the ability to alter the shift schedule in response to vehi- cle load condition. One manifestation of this capabil- ity is grade 9hunting9 prevention - the ability of the transmission logic to delay an upshift on a grade if the engine does not have sufficient power to main- tain speed in the higher gear. The 3-2 downshift and the potential for hunting between gears occurs with a heavily loaded vehicle or on steep grades. When hunting occurs, it is very objectionable because shifts are frequent and accompanied by large changes in noise and acceleration.
WIDE OPEN THROTTLE OPERATION
In wide-open throttle (WOT) mode, adaptive mem- ory in the PCM assures that up-shifts occur at the preprogrammed optimum speed. WOT operation is determined from the throttle position sensor, which is also a part of the emission control system. The ini-
