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ual lever is comprised of two parts controlling the TRS signal: The insulator portion contacts the switch poppet when the manual lever is not in PARK or NEUTRAL. The manual lever itself contacts the poppet when the lever is in PARK or NEUTRAL; providing a ground for the signal from the starter relay and the JTEC engine controller.
OPERATION
As the switch moves through its linear motion (Fig. 259) contacts slide across a circuit board which changes the resistance between the range sensing pins of the switch. A power supply on the instrument cluster pro- vides a regulated voltage signal to the switch. The return signal is decoded by the cluster, which then con- trols the PRNDL display to correspond with the correct transmission range. A bus message of transmission range is also sent by the cluster. In REVERSE range a second contact set closes the circuit providing power to the reverse lamps.
Fig.258TransmissionRangeSensor
Fig.259TransmissionRangeSensor
LinearMovement
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TRANSMISSION RANGE SENSOR (Continued)AUTOMATIC TRANSMISSION - 46RE
Mechanical State
Electronic Display (Ignition Unlocked)
Electronic Display
(Ignition On)
Indicated Gear Position
DIAGNOSIS AND TESTING - TRANSMISSION RANGE SENSOR (TRS)
NOTE: For all circuit identification in the following steps, Refer to the appropriate Wiring Information.
(1) Raise vehicle on suitable hoist. (2) Disconnect the vehicle’s shift cable from the
manual lever.
(3) With the manual lever in the PARK position (the PARK position is with the manual lever moved to the full rearward position), measure the resistance between the Park/Neutral Position Sense pin of the TRS and the transmission case. The resistance should be less than 5 ohms.
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Transmission Status Vehicle is in PARK with the pawl engaged. The PARK pawl is disengaged and the vehicle is free to roll, but REVERSE is not engaged. The transmission is hydraulically in REVERSE. The transmission is transitioning between REVERSE and NEUTRAL. The vehicle is in NEUTRAL. The transmission is transitioning between NEUTRAL and DRIVE, but is not in DRIVE. The transmission is hydraulically in DRIVE. The transmission is hydraulically in Manual SECOND. The transmission is hydraulically in Manual FIRST.
Column Shifter Position In the PARK gate.
Between the PARK and REVERSE gates.
In the REVERSE gate.
Between the REVERSE and NEUTRAL gates.
In the NEUTRAL gate. Between the NEUTRAL and DRIVE gates.
In the DRIVE gate,
In the SECOND gate.
In the FIRST gate.
(4) With the manual lever in the NEUTRAL posi- tion (the NEUTRAL position is with the manual lever moved two detents forward of the full rearward position), measure the resistance between the Park/ Neutral Position Sense pin of the TRS and the trans- mission case. The resistance should be less than 5
ohms.(5) If the resistance is greater than 5 ohms in either of the previous steps, check for a dirty contact between the tip of the TRS rod and the valve body manual lever. If the contact is OK, replace the TRS. (6) With the manual lever in the REVERSE posi- tion (the REVERSE position is with the manual lever moved one detent forward of the full rearward posi- tion), measure the resistance between the Fused Ignition Switch Output and the Back-up Lamp feed pins of the TRS. The resistance should be less than 5
DR TRANSMISSION RANGE SENSOR (Continued)
AUTOMATIC TRANSMISSION - 46RE
21 - 265
ohms. If the resistance is greater than 5 ohms, replace the TRS.
(7) With the manual lever in the PARK position (the PARK position is with the manual lever moved to the full rearward position), measure the resistance between the Transmission Range Sensor MUX and the Transmission Range Sensor 5V Supply pins of the TRS. The resistance should be 522.2 ohms. If the resistance is not correct, replace the TRS.
(8) With the manual lever in the REVERSE posi- tion (the REVERSE position is with the manual lever moved one detent forward of the full rearward posi- tion), measure the resistance between the Transmis- sion Range Sensor MUX and the Transmission Range Sensor 5V Supply pins of the TRS. The resistance should be 206.2 ohms. If the resistance is not correct, replace the TRS.
(9) With the manual lever in the NEUTRAL posi- tion (the NEUTRAL position is with the manual lever moved two detents forward of the full rearward position), measure the resistance between the Trans- mission Range Sensor MUX and the Transmission Range Sensor 5V Supply pins of the TRS. The resis- tance should be 108.6 ohms. If the resistance is not correct, replace the TRS.
(10) With the manual lever in the DRIVE position (the DRIVE position is with the manual lever moved three detents forward of the full rearward position), measure the resistance between the Transmission Range Sensor MUX and the Transmission Range Sensor 5V Supply pins of the TRS. The resistance should be 59.9 ohms. If the resistance is not correct, replace the TRS.
(11) With the manual lever in the SECOND posi- tion (the SECOND position is with the manual lever moved one detent rearward of the full forward posi- tion), measure the resistance between the Transmis- sion Range Sensor MUX and the Back-up Lamp feed pins of the TRS. The resistance should be 31.9 ohms. If the resistance is not correct, replace the TRS.
(12) With the manual lever in the LOW position (the LOW position is with the manual lever moved to the full forward position), measure the resistance between the Transmission Range Sensor MUX and the Back-up Lamp feed pins of the TRS. The resis- tance should be 13.7 ohms. If the resistance is not correct, replace the TRS.
REMOVAL
(1) Raise vehicle and position drain pan under the
transmission range sensor (TRS).
(2) Move the transmission manual
lever to the manual LOW position. The manual LOW position is with the manual lever in the forward-most detent.
(3) Disengage the wiring connector from the TRS.
(4) Remove the two screws holding the TRS to the
TRS mounting bracket.
(5) Remove the TRS (Fig. 260)
from the TRS mounting bracket by pulling it straight out of the bracket.
Fig.260RemoveTransmissionRangeSensor
1 - SOLENOID CASE CONNECTOR 2 - TRS MOUNTING BRACKET 3 - TRANSMISSION RANGE SENSOR
(6) Loosen the TRS mounting bracket in the trans-
mission case using Adapter 8581 (Fig. 261).
Fig.261LoosentheTRSMountingBracket
1 - SOLENOID CASE CONNECTOR 2 - TRS MOUNTING BRACKET 3 - ADAPTER 8581
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TRANSMISSION RANGE SENSOR (Continued)AUTOMATIC TRANSMISSION - 46RE
(7) Remove the TRS mounting bracket (Fig. 262)
from the transmission case.
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Fig.262RemoveTRSMountingBracket
1 - SOLENOID CASE CONNECTOR 2 - TRS MOUNTING BRACKET
INSTALLATION
Fig.264RemoveTransmissionRangeSensor
1 - SOLENOID CASE CONNECTOR 2 - TRS MOUNTING BRACKET 3 - TRANSMISSION RANGE SENSOR
(1) Move the transmission manual shaft lever to
the manual LOW position.
(2) Install the TRS mounting bracket into the transmission case. Using Adapter 8581 (Fig. 263), tighten the mounting bracket to 34 N·m (300 in.lbs.). (3) Install the TRS (Fig. 264) into the mounting
Fig.265TransmissionRangeSensorOperation
1 - NEUTRAL CONTACT 2 - MANUAL LEVER AND SENSOR PLUNGER IN REVERSE POSITION 3 - PARK CONTACT 4 - TRANSMISSION RANGE SENSOR
(6) Move the transmission manual shaft lever to
the PARK position.
lower vehicle.
level.
(7) Connect TRS wiring connector to the TRS and
(8) Refill
the transmission fluid to the correct
Fig.263TightentheTRSMountingBracket
1 - SOLENOID CASE CONNECTOR 2 - TRS MOUNTING BRACKET 3 - ADAPTER 8581
bracket with the wiring connector facing the front of the transmission.
(4) Install the two screws to hold the TRS to the mounting bracket. Tighten the screws to 3.4 N·m (30
in.lbs.).(5) Verify proper sensor operation (Fig. 265).
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AUTOMATIC TRANSMISSION - 46RE
21 - 267
VALVE BODY DESCRIPTION
(Fig. 268),
The valve body consists of a cast aluminum valve body, a separator plate, and transfer plate. The valve body contains valves and check balls that control fluid delivery to the torque converter clutch, bands, and frictional clutches. The valve body contains the following components (Fig. 267), (Fig. 269), and (Fig. 270): † Regulator valve † Regulator valve throttle pressure plug † Line pressure plug and sleeve † Kickdown valve † Kickdown limit valve † 1-2 shift valve † 1-2 control valve † 2-3 shift valve † 2-3 governor plug † 3-4 shift valve † 3-4 timing valve † 3-4 quick fill valve † 3-4 accumulator † Throttle valve † Throttle pressure plug † Switch valve † Manual valve † Converter clutch lock-up valve † Converter clutch lock-up timing Valve † Shuttle valve † Shuttle valve throttle plug † Boost Valve † 10 check balls By adjusting the spring pressure acting on the reg- transmission line pressure can be
ulator valve, adjusted.
TRANSMISSION TEMPERATURE SENSOR DESCRIPTION
Transmission fluid temperature readings are sup- plied to the transmission control module by the ther- mistor (Fig. 266). The temperature readings are used to control engagement of the fourth gear overdrive clutch, the converter clutch, and governor pressure. Normal resistance value for the thermistor at room temperature is approximately 2000 ohms.
The thermistor is part of the governor pressure sensor assembly and is immersed in transmission fluid at all times.
Fig.266GovernorPressureSensor
1 - GOVERNOR BODY 2 - GOVERNOR PRESSURE SENSOR/TRANSMISSION FLUID TEMPERATURE THERMISTOR
OPERATION
The PCM prevents engagement of the converter clutch and overdrive clutch, when fluid temperature is below approximately 10°C (50°F).
If
fluid temperature exceeds 126°C (260°F), the PCM causes a 4-3 downshift and engage the con- verter clutch. Engagement is according to the third gear converter clutch engagement schedule.
The overdrive OFF lamp in the instrument panel illuminates when the shift back to third occurs. The transmission will not allow fourth gear operation until fluid temperature decreases to approximately 110°C (230°F).
21 - 268
VALVE BODY (Continued)AUTOMATIC TRANSMISSION - 46RE
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1 - UPPER HOUSING 2 - REGULATOR VALVE 3 - SWITCH VALVE 4 - REGULATOR VALVE SPRING 5 - KICKDOWN VALVE 6 - KICKDOWN DETENT 7 - THROTTLE VALVE AND SPRING
Fig.267UpperHousingControlValveLocations
8 - MANUAL VALVE 9 - 1-2 GOVERNOR PLUG 10 - GOVERNOR PLUG COVER 11 - THROTTLE PLUG 12 - 2-3 GOVERNOR PLUG 13 - SHUTTLE VALVE PRIMARY SPRING
DR VALVE BODY (Continued)
AUTOMATIC TRANSMISSION - 46RE
21 - 269
Fig.268ShuttleandBoostValveLocations
1 - SPRING 2 - RETAINER 3 - BOOST VALVE 4 - BOOST VALVE PLUG 5 - SPRING GUIDES 6 - E-CLIP 7 - SHUTTLE VALVE SECONDARY SPRING
8 - SHUTTLE VALVE COVER 9 - SHUTTLE VALVE 10 - SHUTTLE VALVE PRIMARY SPRING 11 - GOVERNOR PLUG COVER 12 - THROTTLE PLUG 13 - UPPER HOUSING 14 - BOOST VALVE COVER
21 - 270
VALVE BODY (Continued)AUTOMATIC TRANSMISSION - 46RE
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Fig.269UpperHousingShiftValveandPressurePlugLocations
1 - UPPER HOUSING 2 - 1-2 SHIFT VALVE AND SPRING 3 - 2-3 SHIFT VALVE AND SPRING 4 - 2-3 THROTTLE PLUG 5 - LIMIT VALVE HOUSING 6 - LIMIT VALVE COVER 7 - LIMIT VALVE AND SPRING
8 - RETAINER 9 - 1-2 SHIFT CONTROL VALVE AND SPRING 10 - PRESSURE PLUG COVER 11 - LINE PRESSURE PLUG 12 - PLUG SLEEVE 13 - THROTTLE PRESSURE SPRING AND PLUG
DR VALVE BODY (Continued)
AUTOMATIC TRANSMISSION - 46RE
21 - 271
Fig.270LowerHousingShiftValvesandSprings
1 - 3-4 ACCUMULATOR HOUSING 2 - 3-4 SHIFT VALVE AND SPRING 3 - PLUG 4 - SPRING RETAINER 5 - CONVERTER CLUTCH VALVE AND SPRING 6 - CONVERTER CLUTCH TIMING VALVE AND SPRING 7 - OVERDRIVE SEPARATOR PLATE 8 - CASE CONNECTOR 9 - CONVERTER CLUTCH SOLENOID 10 - OVERDRIVE SOLENOID
11 - TIMING VALVE COVER 12 - PLUG 13 - 3-4 TIMING VALVE AND SPRING 14 - LOWER HOUSING 15 - ACCUMULATOR END PLATE 16 - 3-4 ACCUMULATOR PISTON AND SPRING 17 - E-CLIP 18 - 3-4 QUICK FILL SPRING AND VALVE 19 - SOLENOID GASKET 20 - HARNESS
AUTOMATIC TRANSMISSION - 46RE
21 - 272
VALVE BODY (Continued) OPERATIONNOTE: Refer to the Hydraulic Schematics for a visual aid in determining valve location, operation and design.
CHECK BALLS
CHECK BALL
NUMBER
DESCRIPTION
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10
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. Allows either the manual valve to put line pressure on the 2-3 governor plug or the KD Valve to put WOT line pressure on the 2-3 governor plug. Allows either the Reverse circuit or the 3rd gear circuit to pressurize the front clutch. Allows either the Manual Low circuit from the Manual Valve or the Reverse from the Manual Valve circuit to pressurize the rear servo. 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. Provides a by-pass around the front servo orifice so that the servo can release quickly. Provides a by-pass around the rear clutch orifice so that the clutch can release quickly. 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. Provides a by-pass around the rear servo orifice so that the servo can release quickly. 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 regulator valve is needed to control the hydraulic pressure within the system and reduce the amount of heat produced in the fluid. The pres- sure regulator valve is located in the valve body near the manual valve. The pressure regulator valve train controls the maximum pressure in the lines by metering the dumping of fluid back into the sump. Regulated pressure is referred to as “line pressure.” The regulator valve (Fig. 271) has a spring on one end that pushes the valve to the left. This closes a dump (vent) that is used to lower pressure. The closing of the dump will cause the oil pressure to increase. Oil pressure on the opposite end of the valve pushes the valve to the right, opening the dump and lowering oil pressure. The result is spring pressure working against oil pressure to maintain the oil at specific pressures. With the engine running, fluid flows from the pump to the pressure regulator valve, manual valve, and the interconnected circuits. As fluid is sent through pas- sages to the regulator valve, the pressure pushes the valve to the right against the large spring. It is also sent to the reaction areas on the left side of the throttle pressure plug and the line pressure plug. With the gear
selector in the PARK position, fluid recirculates through the regulator and manual valves back to the sump.
Meanwhile, the torque converter is filled slowly. In all other gear positions (Fig. 272), fluid flows between two right side lands to the switch valve and torque converter. At low pump speeds, the flow is controlled by the pressure valve groove to reduce pressure to the torque converter. After the torque converter and switch valve fill with fluid, the switch valve becomes the controlling metering device for torque converter pressure. The regulator valve then begins to control the line pressure for the other transmission circuits. The balance of the fluid pres- sure pushing the valve to the right and the spring pressure pushing to the left determines the size of the metering passage at land #2 (land #1 being at the far right of the valve in the diagram). As fluid leaks past the land, it moves into a groove connected to the filter or sump. As the land meters the fluid to the sump, it causes the pressure to reduce and the spring decreases the size of the metering passage. When the size of the metering passage is reduced, the pressure rises again and the size of the land is increased again. Pressure is regulated by this con- stant balance of hydraulic and spring pressure.
DR VALVE BODY (Continued)
AUTOMATIC TRANSMISSION - 46RE
21 - 273
Fig.271RegulatorValveinPARKPosition
Fig.272RegulatorValveinNEUTRALPosition
21 - 274
VALVE BODY (Continued)AUTOMATIC TRANSMISSION - 46RE
DR
to
changes
The metering at land #2 establishes the line pres- sure throughout the transmission. It is varied accord- ing in throttle position and the transmission’s internal condition within a range of 57-94 psi (except in REVERSE) (Fig. 273). The regu- lated line pressure in REVERSE (Fig. 274) is held at much higher pressures than in the other gear posi- tions: for REVERSE is achieved by the manual valve blocking the supply of line pressure to the reaction area left of land #4. With this pressure blocked, there is less area for pressure to act on to balance the force of the spring on the right. This allows line pressure to push the valve train to the right, reducing the amount of fluid returned to the pump’s inlet, increasing line pressure.
psi. The higher
pressure
145-280
Fig.273RegulatorValveinDRIVEPosition
DR VALVE BODY (Continued)
AUTOMATIC TRANSMISSION - 46RE
21 - 275
Fig.274RegulatorValveinREVERSEPosition
AUTOMATIC TRANSMISSION - 46RE
21 - 276
VALVE BODY (Continued) KICKDOWN VALVEWhen the throttle valve is as far over to the left as it can go, the maximum line pressure possible will enter the throttle pressure circuit. In this case, throt- tle pressure will equal line pressure. With the kick- down valve (Fig. 275) pushed into the bore as far as it will go, fluid initially flows through the annular groove of the 2-3 shift valve (which will be in the direct drive position to the right).
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After passing the annular groove, the fluid is routed to the spring end of the 2-3 shift valve. Fluid pressure reacting on the area of land #1 overcomes governor pressure, downshifting the 2-3 shift valve into the kickdown, or second gear stage of operation. The valve is held in the kickdown position by throttle pressure routed from a seated check ball (#2). Again, if vehicle speed is low enough, throttle pressure will also push the 1-2 shift valve left to seat its governor plug, and downshift to drive breakaway.
Fig.275KickdownValve-WideOpenThrottle
DR VALVE BODY (Continued) KICKDOWN LIMIT VALVE
The purpose of the limit valve is to prevent a 3-2
downshift at higher speeds when a part-throttle downshift is not desirable. At these higher speeds only a full throttle 3-2 downshift will occur. At low road speeds (Fig. 276) the limit valve does not come into play and does not affect the downshifts. As the vehicle’s speed increases (Fig. 277), the governor pressure also increases. The increased governor pres- sure acts on the reaction area of the bottom land of the limit valve overcoming the spring force trying toAUTOMATIC TRANSMISSION - 46RE
21 - 277
push the valve toward the bottom of its bore. This pushes the valve upward against the spring and bot- toms the valve against the top of the housing. With the valve bottomed against the housing, the throttle pressure supplied to the valve will be closed off by the bottom land of the limit valve. When the supply of throttle pressure has been shut off, the 3-2 part throttle downshift plug becomes inoperative, because no pressure is acting on its reaction area.
Fig.276KickdownLimitValve-LowSpeeds
Fig.277KickdownLimitValve-HighSpeeds
AUTOMATIC TRANSMISSION - 46RE
21 - 278
VALVE BODY (Continued) 1-2 SHIFT VALVEThe 1-2 shift valve assembly (Fig. 278), or mecha- nism, consists of: the 1-2 shift valve, governor plug, and a spring on the end of the valve. After the man- ual valve has been placed into a forward gear range, line pressure is directed to the 1-2 shift valve. As the throttle is depressed, throttle pressure is applied to the right side of the 1-2 shift valve assembly. With throttle pressure applied to the right side of the valve, there is now both spring pressure and throttle pressure acting on the valve, holding it against the governor plug. As the vehicle begins to move and build speed, governor pressure is created and is applied to the left of the valve at the governor plug. When governor pressure builds to a point where it can overcome the combined force of the spring and throttle pressure on the other side of the valve, the valve will begin to move over to the right. As the valve moves to the right, the middle land of the valve will close off the circuit supplying the throttle pres- sure to the right side of the valve. When the throttle
DR
pressure is closed off, the valve will move even far- ther to the right, allowing line pressure to enter another circuit and energize the front servo, applying the front band (Fig. 279).
right, allowing both upshifts and downshifts.
The governor plug serves a dual purpose: † It allows the shift valves to move either left or † When in a manual selection position, it will be hydraulically “blocked” into position so no upshift can occur.
The physical blocking of the upshift while in the manual “1” position is accomplished by the directing of line pressure between both lands of the governor plug. The line pressure reacts against the larger land of the plug, pushing the plug back against the end plate overcoming governor pressure. With the combi- nation of the line pressure and spring pressure, the valve cannot move, preventing any upshift.
Fig.2781-2ShiftValve-BeforeShift
Fig.2791-2ShiftValve-AfterShift
DR VALVE BODY (Continued) 1-2 SHIFT CONTROL VALVE
It contains a valve with four lands and a spring. It
is used as both a “relay” and “balanced” valve. The valve has two specific operations (Fig. 280): † Aid in quality of the 1-2 upshift. † Aid in the quality and timing of the 3-2 kick- down ranges.
When the manual valve is set to the DRIVE position and the transmission is in the first or second gear range, 1-2 shift control or “modulated throttle pressure” is sup- plied to the middle of the accumulator piston by the 1-2
shift control valve. During the 1-2 upshift, this pressure is used to control the kickdown servo apply pressure that is needed to apply the kickdown and accumulator pis- tons. Thus, the 1-2 shift point is “cushioned” and the quality is improved. During a WOT kickdown, kickdown pressure is applied between the kickdown valve and the 1-2 shift control valve. This additional pressure is directed to the 1-2 shift control’s spring cavity, adding to the spring load on the valve. The result of this increased “modulated” throttle pressure is a firmer WOT upshift.2-3 SHIFT VALVE
The 2-3 shift valve mechanism (Fig. 281) consists of the 2-3 shift valve, governor plug and spring, and a throttle plug. After the 1-2 shift valve has completed its operation and applied the front band, line pressure is directed to the 2-3 shift valve through the connecting passages from the 1-2 shift valve. The line pressure will then dead–end at land #2 until the 2-3 valve is ready to make its shift. Now that the vehicle is in motion and
AUTOMATIC TRANSMISSION - 46RE
21 - 279
under acceleration, there is throttle pressure being applied to the spring side of the valve and between lands #3 and #4.
As vehicle speed increases, governor pressure increases proportionately, until it becomes great enough to over- come the combined throttle and spring pressure on the right side of the valve. Since the throttle pressure end of the 2-3 shift valve is larger in diameter than the 1-2 shift valve, the 2-3 shift will always happen at a greater speed than the 1-2 shift. When this happens, the governor plug is forced against the shift valve moving it to the right. The shift valve causes land #4 to close the passage sup- plying throttle pressure to the 2-3 shift valve. Without throttle pressure present in the circuit now, the governor plug will push the valve over far enough to bottom the valve in its bore. This allows land #2 to direct line pres- sure to the front clutch.
After the shift (Fig. 282), line pressure is directed to the land between the shift valve and the governor plug, and to the release side of the kickdown servo. This releases the front band and applies the front clutch, shifting into third gear or direct drive. The rear clutch remains applied, as it has been in the other gears. During a manual “1” or manual “2” gear selection, line pressure is sent between the two lands of the 2-3 governor plug. This line pressure at the governor plug locks the shift valve into the second gear position, preventing an upshift into direct drive. The theory for the blocking of the valve is the same as that of the 1-2 shift valve.
Fig.2801-2ShiftControlValve
21 - 280
VALVE BODY (Continued)AUTOMATIC TRANSMISSION - 46RE
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Fig.2812-3ShiftValve-BeforeShift
Fig.2822-3ShiftValve-AfterShift
AUTOMATIC TRANSMISSION - 46RE
21 - 281
DR VALVE BODY (Continued) 3-4 SHIFT VALVE
The PCM energizes the overdrive solenoid during the 3-4 upshift (Fig. 283). This causes the solenoid check ball to close the vent port allowing line pres- sure from the 2-3 shift valve to act directly on the 3-4
upshift valve. Line pressure on the 3-4 shift valve overcomes valve spring pressure moving the valve to the upshift position (Fig. 284). This action exposes the feed passages to the 3-4 timing valve, 3-4 quick fill valve, 3-4 accumulator, and ultimately to the overdrive piston.Fig.2843-4ShiftValveAfterShift
3-4 QUICK FILL VALVE
The 3-4 quick fill valve provides faster engagement of the overdrive clutch during 3-4 upshifts. The valve temporarily bypasses the clutch piston feed orifice at the start of a 3-4 upshift (Fig. 283). This exposes a larger passage into the piston retainer resulting in a much faster clutch fill and apply sequence. The quick fill valve does not bypass the regular clutch feed ori- fice throughout the 3-4 upshift. Instead, once a pre- determined pressure develops within the clutch, the valve closes the bypass (Fig. 284). Clutch fill is then completed through the regular feed orifice.
Fig.2833-4ShiftValveBeforeShift
3-4 TIMING VALVE
The 3-4 timing valve is moved by line pressure coming through the 3-4 shift valve (Fig. 284). After the shift, the timing valve holds the 2-3 shift valve in an upshift position. The purpose is to prevent the 2-3
valve from downshifting before the 3-4 valve (Fig. 283).AUTOMATIC TRANSMISSION - 46RE
21 - 282
VALVE BODY (Continued) THROTTLE VALVEIn all gear positions the throttle valve (Fig. 285) is being supplied with line pressure. The throttle valve meters and reduces the line pressure that now becomes throttle pressure. The throttle valve is moved by a spring and the kickdown valve, which is mechanically connected to the throttle. The larger the throttle opening, the higher the throttle pressure (to a maximum of line pressure). The smaller the throttle opening, the lower the throttle pressure (to a minimum of zero at idle). As engine speed increases, the increase in pump speed increases pump output. The increase in pressure and volume must be regu- lated to maintain the balance within the transmis- sion. To do this, throttle pressure is routed to the reaction area on the right side of the throttle pres- sure plug (in the regulator valve).
The higher engine speed and line pressure would open the vent too far and reduce line pressure too much. Throttle pressure, which increases with engine speed (throttle opening), is used to oppose the move- ment of the pressure valve to help control the meter- ing passage at the vent. The throttle pressure is combined with spring pressure to reduce the force of the throttle pressure plug on the pressure valve. The larger spring at the right closes the regulator valve passage and maintains or increases line pressure.
DR
The increased line pressure works against the reac- tion area of the line pressure plug and the reaction area left of land #3 simultaneously moves the regu- lator valve train to the right and controls the meter- ing passage.
The kickdown valve, along with the throttle valve, serve to delay upshifts until the correct vehicle speed has been reached. It also controls downshifts upon driver demand, or increased engine load. If these valves were not in place, the shift points would be at the same speed for all throttle positions. The kick- down valve is actuated by a cam connected to the throttle. This is accomplished through either a link- age or a cable. The cam forces the kickdown valve toward the throttle valve compressing the spring between them and moving the throttle valve. As the throttle valve land starts to uncover its port, line pressure is “metered” out into the circuits and viewed as throttle pressure. This increased throttle pressure is metered out into the circuits it is applied to: the 1-2 and 2-3 shift valves. When the throttle pressure is high enough, a 3-2 downshift will occur. If the vehicle speed is low enough, a 2-1 downshift will occur.
Fig.285ThrottleValve
AUTOMATIC TRANSMISSION - 46RE
21 - 283
DR VALVE BODY (Continued) SWITCH VALVE
When the transmission is in Drive Second before the TCC application occurs (Fig. 286), the pressure regula- tor valve is supplying torque converter pressure to the switch valve. The switch valve directs this pressure through the transmission input shaft, into the con- verter, through the converter, back out between the input shaft and the reaction shaft, and back up to the switch valve. From the switch valve, the fluid pressure is directed to the transmission cooler, and lubrication pressure returns from the cooler to lubricate different portions of the transmission.
Fig.286SwitchValve-TorqueConverterUnlocked
DR
21 - 284
VALVE BODY (Continued)AUTOMATIC TRANSMISSION - 46RE
Once the TCC control valve has moved to the right (Fig. 287), line pressure is directed to the tip of the switch valve, forcing the valve to the right. The switch valve now vents oil from the front of the piston in the torque converter, and supplies line pressure to the (rear) apply side of the torque converter piston. This pressure differential causes the piston to apply against the fric- tion material, cutting off any further flow of line pres- sure oil. After the switch valve is shuttled right allowing line pressure to engage the TCC, torque con- verter pressure is directed past the switch valve into the transmission cooler and lubrication circuits.
Fig.287SwitchValve-TorqueConverterLocked
DR VALVE BODY (Continued) MANUAL VALVE
The manual valve (Fig. 288) is a relay valve. The purpose of the manual valve is to direct fluid to the correct circuit needed for a specific gear or driving range. The manual valve, as the name implies, is manually operated by the driver with a lever located on the side of the valve body. The valve is connected mechanically by either a cable or linkage to the gear- shift mechanism. The valve is held in each of its positions by a spring-loaded roller or ball that engages the “roostercomb” of the manual valve lever.
CONVERTER CLUTCH LOCK-UP VALVE
The torque converter clutch (TCC) lock-up valve controls the back (ON) side of the torque converter clutch. When the PCM energizes the TCC solenoid to engage the converter clutch piston, pressure is applied to the TCC lock-up valve which moves to the right and applies pressure to the torque converter clutch.
CONVERTER CLUTCH LOCK-UP TIMING VALVE
The torque converter clutch (TCC) lock-up timing valve is there to block any 4-3 downshift until the TCC is completely unlocked and the clutch is disen- gaged.
AUTOMATIC TRANSMISSION - 46RE
21 - 285
SHUTTLE VALVE
The assembly is contained in a bore in the valve body above the shift valves. When the manual valve is positioned in the Drive range, throttle pressure acts on the throttle plug of the shuttle valve (Fig. 280) to move it against a spring, increasing the spring force on the shuttle valve. During a part or full throttle 1-2 upshift, the throttle plug is bottomed by throttle pressure, holding the shuttle valve to the right against governor pressure, and opening a by–pass circuit. The shuttle valve controls the qual- ity of the kickdown shift by restricting the rate of fluid discharge from the front clutch and servo release circuits. During a 3-2 kickdown, fluid dis- charges through the shuttle by-pass circuit. When the shuttle valve closes the by-pass circuit, fluid dis- charge is restricted and controlled for the application of the front band. During a 2-3 “lift foot” upshift, the shuttle valve by-passes the restriction to allow full fluid flow through the by-pass groove for a faster release of the band.
Fig.288ManualValve
AUTOMATIC TRANSMISSION - 46RE
21 - 286
VALVE BODY (Continued) BOOST VALVEThe boost valve (Fig. 289) provides increased fluid apply pressure to the overdrive clutch during 3-4
upshifts (Fig. 290), and when accelerating in fourth gear. The boost valve also serves to increase line pressure during torque converter lock-up.Fig.289BoostValveBeforeLock-up
DR
REMOVAL
The valve body can be removed for service without
having to remove the transmission assembly.
The valve body can be disassembled for cleaning
and inspection of the individual components.
The only replaceable valve body components are: † Manual lever. † Manual lever washer, seal, E-clip, and shaft seal. † Manual lever detent ball. † Throttle lever. † Fluid filter. † Pressure adjusting screw bracket. † Governor pressure solenoid. † Governor pressure sensor (includes transmission † Converter and harness. † Governor housing gasket. † Solenoid case connector O-rings. (1) Shift transmission into NEUTRAL. (2) Raise vehicle. (3) Remove gearshift and throttle levers from shaft
clutch/overdrive solenoid assembly
temperature thermistor).
of valve body manual lever.
(4) Disconnect wires at solenoid case connector
(Fig. 291).
(5) Remove the transmission range sensor. (6) Position drain pan under transmission oil pan. (7) Remove transmission oil pan and gasket. (8) Remove fluid filter from valve body. (9) Remove bolts attaching valve body to transmis-
sion case.
(10) Lower valve body enough to remove accumu-
lator piston and springs.
(11) Work manual lever shaft and electrical con-
nector out of transmission case.
Fig.290BoostValveAfterLock-up
Fig.291TransmissionCaseConnector
1 - SOLENOID CASE CONNECTOR 2 - TRANSMISSION RANGE SENSOR
DR VALVE BODY (Continued)
(12) Lower valve body, rotate valve body away from case, pull park rod out of sprag, and remove valve body (Fig. 292).
AUTOMATIC TRANSMISSION - 46RE
21 - 287
(5) Remove governor pressure solenoid by pulling it straight out of bore in governor body. Remove and discard solenoid O-rings if worn, cut, or torn.
(6) Remove small shoulder bolt that secures sole- noid harness case connector to 3-4 accumulator hous- ing (Fig. 293). Retain shoulder bolt. Either tape it to harness or thread it back into accumulator housing after connector removal.
(7) Unhook overdrive/converter solenoid harness
from 3-4 accumulator cover plate (Fig. 294).
Fig.293SolenoidHarnessCaseConnector
ShoulderBolt
1 - SOLENOID HARNESS CASE CONNECTOR 2 - 3-4 ACCUMULATOR HOUSING
Fig.292ValveBody
1 - VALVE BODY 2 - WIRE HARNESS 3 - PARK ROD 4 - GOVERNOR PRESSURE SOLENOID 5 - GOVERNOR PRESSURE SENSOR
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) Disconnect wires from governor pressure sen-
sor and solenoid.
(2) Remove screws attaching governor body and
retainer plate to transfer plate.
(3) Remove retainer plate, governor body and gas-
ket from transfer plate.
(4) Remove governor pressure sensor from gover-
nor body.
Fig.294SolenoidHarnessRouting
1 - OVERDRIVE/CONVERTER SOLENOID WIRE HARNESS 2 - 3-4 ACCUMULATOR COVER PLATE
21 - 288
VALVE BODY (Continued)AUTOMATIC TRANSMISSION - 46RE
DR
(8) Turn valve body over and remove screws that attach overdrive/converter solenoid assembly to valve body (Fig. 295).
(9) Remove solenoid and harness assembly from
valve body (Fig. 296).
(10) Remove boost valve cover (Fig. 297). (11) Remove boost valve retainer, valve spring and
boost valve (Fig. 298).
Fig.297BoostValveCoverLocation
1 - BOOST VALVE HOUSING AND COVER 2 - BOOST VALVE TUBE
Fig.295SolenoidAssemblyScrews
1 - OVERDRIVE/CONVERTER CLUTCH SOLENOID ASSEMBLY 2 - HARNESS
Fig.298BoostValveComponents
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 ball and spring with Retainer
Tool 6583 (Fig. 299).
Fig.296SolenoidAssembly
1 - GOVERNOR SOLENOID WIRES 2 - CONVERTER CLUTCH SOLENOID 3 - SOLENOID SCREWS 4 - GOVERNOR SENSOR WIRES 5 - OVERDRIVE SOLENOID 6 - HARNESS 7 - CASE CONNECTOR
Fig.299DetentBallSpring
1 - SPECIAL TOOL 6583 POSITIONED ON DETENT HOUSING
DR VALVE BODY (Continued)
(13) Remove park rod E-clip and separate rod from
manual lever (Fig. 300).
(14) Remove E-clip and washer that retains throt-
tle lever shaft in manual lever (Fig. 301).
AUTOMATIC TRANSMISSION - 46RE
21 - 289
(15) Remove manual lever and throttle lever (Fig. 302). Rotate and lift manual lever off valve body and throttle lever shaft. Then slide throttle lever out of valve body.
(16) Position pencil magnet next to detent housing to catch detent ball and spring. Then carefully remove Retainer Tool 6583 and remove detent ball and spring (Fig. 303).
Fig.300ParkRod
1 - MANUAL LEVER 2 - E-CLIP 3 - PARK ROD
Fig.302ManualAndThrottleLever
1 - PARK ROD 2 - MANUAL LEVER ASSEMBLY 3 - THROTTLE LEVER
Fig.301ThrottleLeverE-ClipAndWasher
1 - THROTTLE LEVER SHAFT 2 - E-CLIP AND WASHER 3 - MANUAL SHAFT
Fig.303DetentBallAndSpring
1 - DETENT HOUSING 2 - DETENT SPRING 3 - DETENT BALL 4 - PENCIL MAGNET
21 - 290
VALVE BODY (Continued)AUTOMATIC TRANSMISSION - 46RE
DR
(17) Remove screws attaching pressure adjusting screw bracket to valve body and transfer plate (Fig. 304). Hold bracket firmly against spring tension while removing last screw.
(21) Loosen left-side 3-4 accumulator housing attaching screw about 2-3 threads. Then remove cen- ter and right-side housing attaching screws (Fig. 307).
Fig.305AdjustingScrewBracket
1 - SWITCH VALVE SPRING 2 - LINE PRESSURE SCREW 3 - THROTTLE PRESSURE ADJUSTING SCREW 4 - ADJUSTING SCREW BRACKET 5 - PRESSURE REGULATOR VALVE SPRING
Fig.304AdjustingScrewBracketFastener
1 - T25 TORX™ BIT 2 - REMOVE THESE SCREWS FIRST 3 - BRACKET 4 - BRACKET 5 - REMOVE THIS SCREW LAST
(18) Remove adjusting screw bracket, line pressure adjusting screw, pressure regulator valve spring and switch valve spring (Fig. 305). Do not remove throttle pressure adjusting screw from bracket and do not disturb setting of either adjusting screw during removal.
(19) Turn upper housing over and remove switch valve, regulator valve and spring, and manual valve (Fig. 306).
(20) Remove kickdown detent, kickdown valve, and
throttle valve and spring (Fig. 306).
DR VALVE BODY (Continued)
AUTOMATIC TRANSMISSION - 46RE
21 - 291
1 - UPPER HOUSING 2 - REGULATOR VALVE 3 - SWITCH VALVE 4 - REGULATOR VALVE SPRING 5 - KICKDOWN VALVE 6 - KICKDOWN DETENT 7 - THROTTLE VALVE AND SPRING
Fig.306UpperHousingControlValveLocations
8 - MANUAL VALVE 9 - 1-2 GOVERNOR PLUG 10 - GOVERNOR PLUG COVER 11 - THROTTLE PLUG 12 - 2-3 GOVERNOR PLUG 13 - SHUTTLE VALVE PRIMARY SPRING
Fig.307AccumulatorHousingScrewLocations
1 - LOOSEN THIS SCREW 2 - REMOVE THESE SCREWS 3 - 3-4 ACCUMULATOR HOUSING
(22) Carefully rotate 3-4 accumulator housing upward and remove 3-4 shift valve spring and con- verter clutch valve plug and spring (Fig. 308).
Fig.3083-4ShiftAndConverterClutchValve
SpringsandPlug
1 - ACCUMULATOR HOUSING 2 - CONVERTER CLUTCH VALVE SPRING 3 - CLUTCH VALVE PLUG 4 - 3-4 SHIFT VALVE SPRING
21 - 292
VALVE BODY (Continued)AUTOMATIC TRANSMISSION - 46RE
DR
(23) Remove left-side screw and remove 3-4 accu-
mulator housing from valve body (Fig. 309).
(24) Bend back tabs on boost valve tube brace (Fig.
310).
(26) Turn valve body over so lower housing is fac- ing upward (Fig. 312). In this position, the two check balls in upper housing will remain in place and not fall out when lower housing and separator plate are removed.
(27) Remove screws attaching valve body lower housing to upper housing and transfer plate (Fig. 312). Note position of boost valve tube brace for assembly reference.
(28) Remove lower housing and overdrive separa-
tor plate from transfer plate (Fig. 312).
Fig.309AccumulatorHousing,ValveSprings,and
Plug
1 - 3-4 SHIFT VALVE SPRING 2 - CONVERTER CLUTCH VALVE SPRING AND PLUG 3 - 3-4 ACCUMULATOR HOUSING
Fig.311BoostValveTube
1 - BOOST VALVE TUBE 2 - LOWER HOUSING 3 - DISENGAGE THIS END OF TUBE FIRST 4 - UPPER HOUSING
Fig.310BoostValveTubeBrace
1 - BOOST VALVE TUBE 2 - TUBE BRACE (DOUBLE TAB)
(25) Remove boost valve connecting tube (Fig. 311). Disengage tube from upper housing port first. Then rock opposite end of tube back and forth to work it out of lower housing.
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.
Fig.312LowerHousing
1 - LOWER HOUSING 2 - OVERDRIVE SEPARATOR PLATE 3 - TRANSFER PLATE AND UPPER HOUSING
DR VALVE BODY (Continued)
AUTOMATIC TRANSMISSION - 46RE
21 - 293
(29) Remove the Number 10 check ball from the transfer plate (Fig. 313). The check ball is approxi- mately 4.8 mm (3/16 in.) in diameter.
(30) Remove transfer plate from upper housing
(Fig. 314).
(31) Turn transfer plate over so upper housing sep-
arator plate is facing upward.
(32) Remove upper housing separator plate from transfer plate (Fig. 315). Note position of filter in separator plate for assembly reference.
(33) Remove rear clutch and rear servo check balls location for
from transfer plate. Note check ball assembly reference (Fig. 316).
Fig.315UpperHousingSeparatorPlate
1 - TRANSFER PLATE 2 - UPPER HOUSING SEPARATOR PLATE 3 - FILTER SCREEN 4 - BRACE
Fig.313Number10CheckBall
1 - NUMBER 10 CHECK BALL (3/169)
Fig.316RearClutchandRearServoCheckBall
Locations
1 - REAR CLUTCH CHECK BALL 2 - REAR SERVO CHECK BALL 3 - TRANSFER PLATE
Fig.314TransferPlate
1 - UPPER HOUSING 2 - TRANSFER PLATE
AUTOMATIC TRANSMISSION - 46RE
21 - 294
VALVE BODY (Continued) VALVE BODY UPPER HOUSINGDR
(1) Note location of check balls in valve body upper housing (Fig. 317). Then remove the one large diam- eter and the six smaller diameter check balls.
(2) Remove governor plug and shuttle valve covers
(Fig. 319).
(3) Remove E-clip that secures shuttle valve sec-
ondary spring on valve stem (Fig. 318).
(4) Remove throttle plug, primary spring, shuttle valve, secondary spring, and spring guides (Fig. 319). (5) Remove boost valve retainer, spring and valve
if not previously removed.
(6) Remove throttle plug and 1-2 and 2-3 governor
plugs (Fig. 306).
(7) Turn upper housing around and remove limit
valve and shift valve covers (Fig. 320).
(8) Remove limit valve housing. Then remove retainer, spring, limit valve, and 2-3 throttle plug from limit valve housing (Fig. 320).
(9) Remove 1-2 shift control valve and spring (Fig.
320).
Fig.318ShuttleValveE-ClipAndSecondarySpring 1 - E-CLIP 2 - SECONDARY SPRING AND GUIDES 3 - SHUTTLE VALVE
(10) Remove 1-2 shift valve and spring (Fig. 320). (11) Remove 2-3 shift valve and spring from valve
body (Fig. 320).
(12) Remove pressure plug cover (Fig. 320). (13) Remove line pressure plug, sleeve, throttle
pressure plug and spring (Fig. 320).
VALVE BODY LOWER HOUSING (1) Remove timing valve cover. (2) Remove 3-4 timing valve and spring. (3) Remove 3-4 quick fill valve, spring and plug. (4) Remove 3-4 shift valve and spring. (5) Remove converter clutch valve, spring and plug
(Fig. 321).
and valve spring.
(6) Remove converter clutch timing valve, retainer
3-4 ACCUMULATOR HOUSING
(1) Remove end plate from housing. (2) Remove piston spring. (3) Remove piston. Remove and discard piston
seals (Fig. 322).
Fig.317CheckBallLocationsInUpperHousing
1 - SMALL DIAMETER CHECK BALLS (6) 2 - LARGE DIAMETER CHECK BALL (1)
DR VALVE BODY (Continued)
AUTOMATIC TRANSMISSION - 46RE
21 - 295
Fig.319ShuttleandBoostValveLocation
1 - SPRING 2 - RETAINER 3 - BOOST VALVE 4 - BOOST VALVE PLUG 5 - SPRING GUIDES 6 - E-CLIP 7 - SHUTTLE VALVE SECONDARY SPRING
8 - SHUTTLE VALVE COVER 9 - SHUTTLE VALVE 10 - SHUTTLE VALVE PRIMARY SPRING 11 - GOVERNOR PLUG COVER 12 - THROTTLE PLUG 13 - UPPER HOUSING 14 - BOOST VALVE COVER
21 - 296
VALVE BODY (Continued)AUTOMATIC TRANSMISSION - 46RE
DR
Fig.320UpperHousingShiftValveandPressurePlugLocations
1 - UPPER HOUSING 2 - 1-2 SHIFT VALVE AND SPRING 3 - 2-3 SHIFT VALVE AND SPRING 4 - 2-3 THROTTLE PLUG 5 - LIMIT VALVE HOUSING 6 - LIMIT VALVE COVER 7 - LIMIT VALVE AND SPRING
8 - RETAINER 9 - 1-2 SHIFT CONTROL VALVE AND SPRING 10 - PRESSURE PLUG COVER 11 - LINE PRESSURE PLUG 12 - PLUG SLEEVE 13 - THROTTLE PRESSURE SPRING AND PLUG
DR VALVE BODY (Continued)
AUTOMATIC TRANSMISSION - 46RE
21 - 297
Fig.321LowerHousingShiftValvesandSprings
1 - 3-4 ACCUMULATOR HOUSING 2 - 3-4 SHIFT VALVE AND SPRING 3 - PLUG 4 - SPRING RETAINER 5 - CONVERTER CLUTCH VALVE AND SPRING 6 - CONVERTER CLUTCH TIMING VALVE AND SPRING 7 - OVERDRIVE SEPARATOR PLATE 8 - CASE CONNECTOR 9 - CONVERTER CLUTCH SOLENOID 10 - OVERDRIVE SOLENOID
11 - TIMING VALVE COVER 12 - PLUG 13 - 3-4 TIMING VALVE AND SPRING 14 - LOWER HOUSING 15 - ACCUMULATOR END PLATE 16 - 3-4 ACCUMULATOR PISTON AND SPRING 17 - E-CLIP 18 - 3-4 QUICK FILL SPRING AND VALVE 19 - SOLENOID GASKET 20 - HARNESS
21 - 298
VALVE BODY (Continued)AUTOMATIC TRANSMISSION - 46RE
DR
filter on the solenoid valve is NOT serviceable. Do not try to remove the filter as this will damage the valve housing.
INSPECTION
Inspect the throttle and manual valve levers and shafts. Do not attempt to straighten a bent shaft or correct a loose lever. Replace these components if worn, bent, loose or damaged in any way.
Inspect all of the valve body mating surfaces for scratches, nicks, burrs, or distortion. Use a straight- edge to check surface flatness. Minor scratches may be removed with crocus cloth using only very light pressure.
Minor distortion of a valve body mating surface may be corrected by smoothing the surface with a sheet of crocus cloth. Position the crocus cloth on a surface plate, sheet of plate glass or equally flat sur- face. If distortion is severe or any surfaces are heavily scored, the valve body will have to be replaced.
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.
Inspect the valves and plugs for scratches, burrs, nicks, or scores. Minor surface scratches on steel valves and plugs can be removed with crocus cloth but do not round off the edges of the valve or plug lands.Maintaining sharpness of these edges is vitally important. The edges prevent foreign matter from lodging between the valves and plugs and the bore.
Inspect all the valve and plug bores in the valve body. Use a penlight to view the bore interiors. Replace the valve body if any bores are distorted or scored. Inspect all of the valve body springs. The springs must be free of distortion, warpage or broken coils.
Check the two separator plates for distortion or damage of any kind. Inspect the upper housing, lower housing, 3-4 accumulator housing, and transfer plate carefully. Be sure all fluid passages are clean and clear. Check condition of the upper housing and transfer plate check balls as well. The check balls and ball seats must not be worn or damaged.
Trial fit each valve and plug in its bore to check freedom of operation. When clean and dry, the valves and plugs should drop freely into the bores.
Fig.3223-4AccumulatorandHousing
1 - ACCUMULATOR PISTON 2 - 3-4 ACCUMULATOR HOUSING 3 - TEFLON SEALS 4 - PISTON SPRING 5 - COVER PLATE AND SCREWS
CLEANING
Clean the valve housings, valves, plugs, springs, and separator plates with a standard parts cleaning solution only. Do not use gasoline, kerosene, or any type of caustic solution.
Do not immerse any of the electrical components in cleaning solution. Clean the governor solenoid and sensor and the dual solenoid and harness assembly by wiping them off with dry shop towels only.
Dry all except the electrical parts with compressed air. Make sure all passages are clean and free from obstructions. 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.
Wipe the governor pressure sensor and solenoid valve with dry, lint free shop towels only. The O-rings on the sensor and solenoid valve are the only service- able components. Be sure the vent ports in the sole- noid valve are open and not blocked by dirt or debris. Replace the valve and/or sensor only when DRB scan tool diagnosis indicates this is necessary. Or, if either part has (dented, deformed, broken, etc.).
sustained
physical
damage
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
DR VALVE BODY (Continued)
Valve body bores do not change dimensionally with use. If the valve body functioned correctly when new, it will continue to operate properly after cleaning and inspection. It should not be necessary to replace a valve body assembly unless it is damaged in han- dling.
The only serviceable valve body components are listed below. The remaining valve body components are serviced only as part of a complete valve body assembly. Serviceable parts are: † dual solenoid and harness assembly † solenoid gasket † solenoid case connector O-rings and shoulder bolt† switch valve and spring † pressure adjusting screw and bracket assembly † throttle lever † manual lever and shaft seal † throttle lever shaft seal, washer, and E-clip † fluid filter and screws † detent ball and spring † valve body screws † governor pressure solenoid † governor pressure sensor and retaining clip † park lock rod and E-clip
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) Lubricate valves, springs, and the housing valve and plug bores with clean transmission fluid (Fig. 321).
(2) Install 3-4 timing valve spring and valve in
lower housing.
housing.
(3) Install 3-4 quick fill valve in lower housing. (4) Install 3-4 quick fill valve spring and plug in
(5) Install timing valve end plate. Tighten end
plate screws to 4 N·m (35 in. lbs.) torque.
AUTOMATIC TRANSMISSION - 46RE
21 - 299
3-4 ACCUMULATOR
(1) Lubricate accumulator piston, seals and hous- ing piston bore with clean transmission fluid (Fig. 322).
(2) Install new seal rings on accumulator piston. (3) Install piston and spring in housing. (4) Install end plate on housing.
TRANSFER PLATE
(1) Install rear clutch and rear servo check balls in
transfer plate (Fig. 323).
(2) Install filter screen in upper housing separator
plate (Fig. 324).
Fig.323RearClutchAndRearServoCheckBall
Locations
1 - REAR CLUTCH CHECK BALL 2 - REAR SERVO CHECK BALL 3 - TRANSFER PLATE
Fig.324SeparatorPlateFilterScreenInstallation 1 - UPPER HOUSING SEPARATOR PLATE 2 - FILTER SCREEN
21 - 300
VALVE BODY (Continued)AUTOMATIC TRANSMISSION - 46RE
DR
(3) Align and position upper housing separator
plate on transfer plate (Fig. 325).
(4) Install brace plate (Fig. 325). Tighten brace
attaching screws to 4 N·m (35 in. lbs.) torque.
(5) Install remaining separator plate attaching screws. Tighten screws to 4 N·m (35 in. lbs.) torque.
is approximately 4.8 mm (3/16 in.)
in check ball diameter. The remaining 6 check balls are approxi- mately 6.3 mm (1/4 in.) in diameter.
(2) Position assembled transfer plate and upper housing separator plate on upper housing (Fig. 327). Be sure filter screen is seated in proper housing recess.
(3) Install the Number 10 check ball
into the transfer plate (Fig. 328). The check ball is approxi- mately 4.8 mm (3/16 in.) in diameter.
Fig.325BracePlate
1 - BRACE 2 - TRANSFER PLATE 3 - SEPARATOR PLATE
UPPER AND LOWER HOUSING
(1) Position upper housing so internal passages and check ball seats are facing upward. Then install check balls in housing (Fig. 326). Eight check balls are used. The single large check ball is approxi- mately 8.7 mm (11/32 in.) diameter. The single small
Fig.327InstallingTransferPlateOnUpperHousing 1 - FILTER SCREEN 2 - TRANSFER PLATE/SEPARATOR PLATE ASSEMBLY 3 - UPPER HOUSING
Fig.326CheckBallLocationsInUpperHousing
1 - SMALL DIAMETER CHECK BALLS (6) 2 - LARGE DIAMETER CHECK BALL (1)
Fig.328Number10CheckBall
1 - NUMBER 10 CHECK BALL (3/169)
AUTOMATIC TRANSMISSION - 46RE
21 - 301
UPPER HOUSING VALVE AND PLUG
Refer to (Fig. 331), (Fig. 332) and (Fig. 333) to per-
form the following steps.
(1) Lubricate valves, plugs, springs with clean
transmission fluid.
(2) Assemble regulator valve line pressure plug, sleeve, throttle plug and spring. Insert assembly in upper housing and install cover plate. Tighten cover plate screws to 4 N·m (35 in. lbs.) torque.
(3) Install 1-2 and 2-3 shift valves and springs. (4) Install 1-2 shift control valve and spring. (5) Install retainer, spring,
limit valve, and 2-3
throttle plug from limit valve housing.
(6) Install
limit valve housing and cover plate.
Tighten screws to 4 N·m (35 in. lbs.). (7) Install shuttle valve as follows:
(a) Insert plastic guides in shuttle valve second-
ary spring and install spring on end of valve.
(b) Install shuttle valve into housing. (c) Hold shuttle valve in place. (d) Compress secondary spring and install E-clip
in groove at end of shuttle valve.
(e) Verify that spring and E-clip are properly
seated before proceeding. (8) Install shuttle valve cover plate. Tighten cover
plate screws to 4 N·m (35 in. lbs.) torque.
(9) Install 1-2 and 2-3 valve governor plugs in
shuttle valve primary spring and
valve body.
(10) Install throttle plug.
(11) Align and install governor plug cover. Tighten
cover screws to 4 N·m (35 in. lbs.) torque.
DR VALVE BODY (Continued)
(4) Position lower housing separator plate on
transfer plate (Fig. 329).
(5) Install
lower housing on assembled transfer
plate and upper housing (Fig. 330).
(6) Install and start all valve body screws by hand except for the screws to hold the boost valve tube brace. Save those screws for later installation. Then tighten screws evenly to 4 N·m (35 in. lbs.) torque. Start at center and work out to sides when tighten- ing screws (Fig. 330).
Fig.329LowerHousingSeparatorPlate
1 - BE SURE TO ALIGN BORES 2 - TRANSFER PLATE 3 - LOWER HOUSING (OVERDRIVE) SEPARATOR PLATE
Fig.330InstallingLowerHousingOnTransferPlate
AndUpperHousing
1 - VALVE BODY SCREWS (13) 2 - LOWER HOUSING 3 - UPPER HOUSING 4 - TRANSFER PLATE
21 - 302
VALVE BODY (Continued)AUTOMATIC TRANSMISSION - 46RE
DR
Fig.331ShuttleandBoostValveLocations
1 - SPRING 2 - RETAINER 3 - BOOST VALVE 4 - BOOST VALVE PLUG 5 - SPRING GUIDES 6 - E-CLIP 7 - SHUTTLE VALVE SECONDARY SPRING
8 - SHUTTLE VALVE COVER 9 - SHUTTLE VALVE 10 - SHUTTLE VALVE PRIMARY SPRING 11 - GOVERNOR PLUG COVER 12 - THROTTLE PLUG 13 - UPPER HOUSING 14 - BOOST VALVE COVER
DR VALVE BODY (Continued)
AUTOMATIC TRANSMISSION - 46RE
21 - 303
1 - UPPER HOUSING 2 - REGULATOR VALVE 3 - SWITCH VALVE 4 - REGULATOR VALVE SPRING 5 - KICKDOWN VALVE 6 - KICKDOWN DETENT 7 - THROTTLE VALVE AND SPRING
Fig.332UpperHousingControlValveLocations
8 - MANUAL VALVE 9 - 1-2 GOVERNOR PLUG 10 - GOVERNOR PLUG COVER 11 - THROTTLE PLUG 12 - 2-3 GOVERNOR PLUG 13 - SHUTTLE VALVE PRIMARY SPRING
21 - 304
VALVE BODY (Continued)AUTOMATIC TRANSMISSION - 46RE
DR
Fig.333UpperHousingShiftValveandPressurePlugLocations
1 - UPPER HOUSING 2 - 1-2 SHIFT VALVE AND SPRING 3 - 2-3 SHIFT VALVE AND SPRING 4 - 2-3 THROTTLE PLUG 5 - LIMIT VALVE HOUSING 6 - LIMIT VALVE COVER 7 - LIMIT VALVE AND SPRING
BOOST VALVE TUBE AND BRACE
8 - RETAINER 9 - 1-2 SHIFT CONTROL VALVE AND SPRING 10 - PRESSURE PLUG COVER 11 - LINE PRESSURE PLUG 12 - PLUG SLEEVE 13 - THROTTLE PRESSURE SPRING AND PLUG
(1) Position valve body assembly so lower housing
is facing upward (Fig. 334).
(2) Lubricate tube ends and housing ports with
transmission fluid or petroleum jelly.
(3) Start tube in lower housing port first. Then swing tube downward and work opposite end of tube into upper housing port (Fig. 334).
(4) Insert and seat each end of tube in housings. (5) Slide tube brace under tube and into alignment
with valve body screw holes (Fig. 335).
(6) Install and finger tighten three screws that secure tube brace to valve body housings (Fig. 335). (7) Bend tube brace tabs up and against tube to
hold it in position (Fig. 336).
(8) Tighten all valve body housing screws to 4 N·m (35 in. lbs.) torque after tube and brace are installed. Tighten screws in diagonal pattern starting at center and working outward.
Fig.334BoostValveTube
1 - BOOST VALVE TUBE 2 - LOWER HOUSING 3 - DISENGAGE THIS END OF TUBE FIRST 4 - UPPER HOUSING
DR VALVE BODY (Continued)
AUTOMATIC TRANSMISSION - 46RE
21 - 305
(5) Position plug on end of converter clutch valve spring. Then compress and hold springs and plug in place with fingers of one hand.
(6) Swing accumulator housing upward over valve
springs and plug.
(7) Hold accumulator housing firmly in place and install remaining two attaching screws. Be sure springs and clutch valve plug are properly seated (Fig. 338). Tighten screws to 4 N·m (35 in. lbs.).
Fig.335BoostValveTubeAndBrace
1 - BOOST VALVE TUBE 2 - TUBE BRACE
Fig.336SecuringBoostValveTubeWithBrace
Tabs
1 - BEND TABS UP AGAINST TUBE AS SHOWN
3-4 ACCUMULATOR
(1) Position converter clutch valve and 3-4 shift
valve springs in housing (Fig. 337).
(2) Loosely attach accumulator housing with right- side screw (Fig. 337). Install only one screw at this time as accumulator must be free to pivot upward for ease of installation.
(3) Install 3-4 shift valve and spring. (4) Install
converter
clutch timing valve and
spring.
Fig.337ConverterClutchAnd3-4ShiftValve
Springs
1 - RIGHT-SIDE SCREW 2 - 3-4 ACCUMULATOR 3 - 3-4 SHIFT VALVE SPRING 4 - CONVERTER CLUTCH VALVE SPRING
Fig.338Seating3-4AccumulatorOnLower
Housing
1 - ACCUMULATOR BOX 2 - CONVERTER CLUTCH VALVE PLUG
AUTOMATIC TRANSMISSION - 46RE
21 - 306
VALVE BODY (Continued) VALVE BODY FINALDR
(1) Install boost valve, valve spring, retainer and cover plate. Tighten cover plate screws to 4 N·m (35
in. lbs.) torque.(2) Insert manual
lever detent spring in upper
housing.
(3) Position detent ball on end of spring. Then hold detent ball and spring in detent housing with Retainer Tool 6583 (Fig. 339).
(4) Install throttle lever in upper housing. Then lever over throttle lever and start
install manual manual lever into housing.
(5) Align manual lever with detent ball and man- ual valve. Hold throttle lever upward. Then press down on manual lever until fully seated. Remove detent ball retainer tool after lever is seated.
(6) Then install manual
lever seal, washer and
E-clip.
valve.
(7) Verify that throttle lever is aligned with end of kickdown valve stem and that manual lever arm is engaged in manual valve (Fig. 340).
(8) Position line pressure adjusting screw in
adjusting screw bracket.
(9) Install spring on end of line pressure regulator
(10) Install switch valve spring on tang at end of
adjusting screw bracket.
(11) Install manual valve. (12) Install throttle valve and spring. (13) Install kickdown valve and detent. (14) Install pressure regulator valve. (15) Install switch valve. (16) Position adjusting screw bracket on valve body. Align valve springs and press bracket into place. Install short, upper bracket screws first and long bottom screw last. Verify that valve springs and bracket are properly aligned. Then tighten all three bracket screws to 4 N·m (35 in. lbs.) torque.
Fig.340ManualAndThrottleLeverAlignment
1 - THROTTLE LEVER 2 - MANUAL LEVER VALVE ARM 3 - MANUAL VALVE 4 - KICKDOWN VALVE
(17) Perform Line Pressure and Throttle Pressure adjustments. (Refer to 21 - TRANSMISSION/TRANS- AXLE/AUTOMATIC/VALVE - ADJUST- MENTS)
BODY
(18) Lubricate solenoid case connector O-rings and shaft of manual lever with light coat of petroleum jelly.
(19) Attach solenoid case connector to 3-4 accumu- lator with shoulder-type screw. Connector has small locating tang that fits in dimple at top of accumula- tor housing (Fig. 341). Seat tang in dimple before tightening connector screw.
Fig.339DetentBallSpring
1 - SPECIAL TOOL 6583 POSITIONED ON DETENT HOUSING
1 - SOLENOID HARNESS CASE CONNECTOR 2 - 3-4 ACCUMULATOR HOUSING
Fig.341SolenoidHarnessCaseConnector
ShoulderBolt
DR VALVE BODY (Continued)
(20) Install solenoid assembly and gasket. Tighten lbs.)
solenoid attaching screws to 8 N·m (72 in. torque.
(21) Verify that solenoid wire harness is properly routed (Fig. 342). Solenoid harness must be clear of manual lever and park rod and not be pinched between accumulator housing and cover.
Fig.342SolenoidHarnessRouting
1 - OVERDRIVE/CONVERTER SOLENOID WIRE HARNESS 2 - 3-4 ACCUMULATOR COVER PLATE
GOVERNOR BODY, SENSOR AND SOLENOID
(1) Turn valve body assembly over so accumulator
side of transfer plate is facing down.
(2) Install new O-rings on governor pressure sole-
noid and sensor.
(3) Lubricate solenoid and sensor O-rings with
clean transmission fluid.
(4) Install governor pressure sensor in governor
(5) Install governor pressure solenoid in governor body. Push solenoid in until it snaps into place in body.
(6) Position governor body gasket on transfer
body.
plate.
(7) Install retainer plate on governor body and around solenoid. Be sure solenoid connector is posi- tioned in retainer cutout.
(8) Align screw holes in governor body and trans- fer plate. Then install and tighten governor body screws to 4 N·m (35 in. lbs.) torque.
(9) Connect harness wires to governor pressure
solenoid and governor pressure sensor.
(10) Install fluid filter and pan.
AUTOMATIC TRANSMISSION - 46RE
21 - 307
(11) Lower vehicle.
