2009 Jeep Liberty

Powertrain Diagnostics & Repair / Transmissions / Automatic Trans / 42RLE AUTOMATIC TRANSMISSION
(SERVICE INFORMATION)

Description

DESCRIPTION
Fig. 1: 42RLE Automatic Transmission

1 - DRIVEPLATE 6 - REVERSE CLUTCH 11 - STUB SHAFT

2 - TORQUE CONVERTER 7 - FRONT PLANET CARRIER 12 - LOW/REVERSE CLUTCH

3 - INPUT SHAFT 8 - REAR PLANET CARRIER 13 - 2/4 CLUTCH

4 - UNDERDRIVE CLUTCH 9 - OUTPUT SHAFT 14 - OIL PUMP

5 - OVERDRIVE CLUTCH 10 - SNAP RING -

The 42RLE is a four-speed transmission that is a conventional hydraulic/mechanical assembly controlled with adaptive electronic controls
and monitors. The hydraulic system of the transmission consists of the transmission fluid, fluid passages, hydraulic valves, and various line
pressure control components. An input clutch assembly which houses the underdrive, overdrive, and reverse clutches is used. It also
utilizes separate holding clutches: 2nd/4th gear and Low/Reverse. The primary mechanical components of the transmission consist of the
following:
Three multiple disc input clutches
Two multiple disc holding clutches
Four hydraulic accumulators
Two planetary gear sets
Hydraulic oil pump
Valve body
Solenoid/Pressure switch assembly

Control of the transmission is accomplished by fully adaptive electronics. Optimum shift scheduling is accomplished through continuous
real-time sensor feedback information provided to the Transmission Control Module (TCM) portion of the Powertrain Control Module
(PCM).
The TCM is the heart of the electronic control system and relies on information from various direct and indirect inputs (sensors, switches,
etc.) to determine driver demand and vehicle operating conditions. With this information, the TCM can calculate and perform timely and
quality shifts through various output or control devices (solenoid pack, transmission control relay, etc.).
The TCM also performs certain self-diagnostic functions and provides comprehensive information (sensor data, DTC's, etc.) which is
helpful in proper diagnosis and repair. This information can be viewed with the scan tool.

TRANSMISSION IDENTIFICATION

Fig. 2: Identification Label Breakdown

1 - T=TRACEABILITY

2 - SUPPLIER CODE (PK=KOKOMO)

3 - COMPONENT CODE (TK=KOKOMO TRANSMISSION)

4 - BUILD DAY (350=DEC. 15)

5 - BUILD YEAR (1=2001)

6 - ASSEMBLY LINE CODE

7 - BUILD SEQUENCE NUMBER

8 - LAST THREE OF P/N

9 - CHANGE LEVEL

10 - TRANSMISSION PART NUMBER

11 - P=PART NUMBER

The 42RLE transmission can be identified by a barcode label that is affixed to the upper left area of the bellhousing.
The label contains a series of digits that can be translated into useful information such as transmission part number (10), date of
manufacture (4, 5), manufacturing origin (2), assembly line identifier (6), build sequence number (7), etc. .
If the tag is not legible or is missing, the "PK" number, which is stamped into the left rear flange of the transmission case, can be referred to
for identification. The entire part number, build code, and sequence number are stamped into the flange.

Operation

OPERATION
The 42RLE transmission ratios are:

42RLE TRANSMISSION RATIOS

First 2.84 : 1

Second 1.57 : 1

Third 1.00 : 1

Overdrive 0.69 : 1

Reverse 2.21 : 1
FIRST GEAR POWERFLOW

Fig. 3: First Gear Powerflow

1 - UNDERDRIVE CLUTCH APPLIED (Turns Rear Sun)

2 - LOW-REVERSE CLUTCH APPLIED (Holds Rear Annulus/Front Carrier)

In first gear range, torque input is through the underdrive clutch (1) to the underdrive hub assembly. The underdrive hub is splined to the
rear sun gear. When the underdrive clutch is applied, it rotates the underdrive hub and rear sun gear. The L/R clutch (2) is applied to hold
the front carrier/rear annulus assembly. The rear sun gear drives the rear planetary pinion gears. The rear planetary pinion gears are forced
to walk around the inside of the stationary rear annulus gear. The pinions are pinned to the rear carrier and cause the rear carrier assembly
to rotate as they walk around the annulus gear. This provides the torque output for first gear. The other planetary gearset components are
freewheeling. The first gear ratio is 2.84:1.

SECOND GEAR POWERFLOW

Fig. 4: Second Gear Powerflow

1 - UNDERDRIVE CLUTCH APPLIED (Turns Rear Sun)

2 - 2-4 CLUTCH APPLIED (Holds Front Sun)

Second gear is achieved by having both planetary gear sets contribute to torque multiplication. As in first gear, torque input is through the
underdrive clutch (1) to the rear sun gear. The 2/4 clutch (2) is applied to hold the front sun gear stationary. The rotating rear sun gear turns
the rear planetary pinions. The rear pinions rotate the rear annulus/front carrier assembly. The pinions of the front carrier walk around the
stationary front sun gear. This transmits torque to the front annulus/rear carrier assembly, which provides output torque and a gear ratio of
1.57:1.

THIRD GEAR POWERFLOW

 Fig. 5: Third Gear Powerflow

1 - UNDERDRIVE CLUTCH APPLIED (Turns Rear Sun)

2 - OVERDRIVE CLUTCH APPLIED (Turns Front Carrier/Rear Annulus)

In third gear, two input clutches are applied to provide torque input: the underdrive clutch (1) and overdrive clutch (2). The underdrive clutch
rotates the rear sun gear, while the overdrive clutch rotates the front carrier/rear annulus assembly. The result is two components (rear sun
gear and rear annulus gear) rotating at the same speed and in the same direction. This effectively locks the entire planetary gearset
together and is rotated as one unit. The gear ratio in third is 1:1.

FOURTH GEAR POWERFLOW

Fig. 6: Fourth Gear Powerflow

1 - OVERDRIVE CLUTCH APPLIED (Turns Rear Sun)

2 - 2-4 CLUTCH APPLIED (Holds Front Sun)

In fourth gear input torque is through the overdrive clutch (1) which drives the front carrier. The 2/4 clutch (2) is applied to hold the front
sun gear. As the overdrive clutch rotates the front carrier, it causes the pinions of the front carrier to walk around the stationary front sun
gear. This causes the front carrier pinions to turn the front annulus/rear carrier assembly which provides output torque. In fourth gear,
transmission output speed is more than engine input speed. This situation is called overdrive and the gear ratio is 0.69:1.

REVERSE GEAR POWERFLOW

 Fig. 7: Reverse Gear Powerflow

1 - LOW-REVERSE CLUTCH APPLIED (Holds Rear Annulus Front Carrier)

2 - REVERSE CLUTCH APPLIED (Turns Front Sun)

In reverse, input power is through the reverse clutch (1). When applied, the reverse clutch drives the front sun gear through the overdrive
hub and shaft. The L/R clutch (2) is applied to hold the front carrier/rear annulus assembly stationary. The front carrier is being held by the
L/R clutch so the pinions are forced to rotate the front annulus/rear carrier assembly in the reverse direction. Output torque is provided, in
reverse, with a gear ratio of 2.21:1.

Diagnosis and Testing

AUTOMATIC TRANSMISSION

CAUTION: Before attempting any repair on the 42RLE Four Speed Automatic Transmission, always check for proper shift cable
adjustment. Also check for diagnostic trouble codes with the scan tool and the 42RLE Transmission Diagnostic
information.

42RLE automatic transmission malfunctions may be caused by these general conditions:

Poor engine performance
Improper adjustments
Hydraulic malfunctions
Mechanical malfunctions
Electronic malfunctions

When diagnosing a problem always begin with recording the complaint. The complaint should be defined as specific as possible. Include
the following checks:
Temperature at occurrence (cold, hot, both)
Dynamic conditions (acceleration, deceleration, upshift, cornering)
Elements in use when condition occurs (what gear is transmission in during condition)
Road and weather conditions
Any other useful diagnostic information.

After noting all conditions, check the easily accessible variables:

Fluid level and condition
Shift cable adjustment
Diagnostic trouble code inspection

Then perform a road test to determine if the problem has been corrected or that more diagnosis is necessary. If the problem exists after
the preliminary tests and corrections are completed, hydraulic pressure checks should be performed.

ROAD TEST
Prior to performing a road test, verify that the fluid level, fluid condition, and linkage adjustment have been approved.
During the road test, the transmission should be operated in each position to check for slipping and any variation in shifting.
If the vehicle operates properly at highway speeds, but has poor acceleration, the converter stator overrunning clutch may be slipping. If
acceleration is normal, but high throttle opening is needed to maintain highway speeds, the converter stator clutch may have seized. Both
of these stator defects require replacement of the torque converter and thorough transmission cleaning.
Slipping clutches can be isolated by comparing the "Elements in Use" chart with clutch operation encountered on a road test. This chart
identifies which clutches are applied at each position of the selector lever.
A slipping clutch may also set a DTC and can be determined by operating the transmission in all selector positions.

ELEMENTS IN USE AT EACH POSITION OF SELECTOR LEVER

Shift Lever Position INPUT CLUTCHES HOLDING CLUTCHES

- Underdrive Overdrive Reverse 2/4 Low/Reverse

P - PARK - - - - X

R - REVERSE - - X - X

N - NEUTRAL - - - - X

OD - OVERDRIVE - - - - -

First X - - - X

Second X - - X -

Direct X X - - -

Overdrive - X - X -

D - DRIVE* - - - - -

First X - - - X

Second X - - X -

Direct X X - - -

L - LOW* - - - - -

First X - - - X

Second X - - X -

Direct X X - - -

* Vehicle upshift and downshift speeds are increased when in these selector positions.

The process of elimination can be used to detect any unit which slips and to confirm proper operation of good units. Road test analysis can
diagnose slipping units, but the cause of the malfunction cannot be determined. Practically any condition can be caused by leaking
hydraulic circuits or sticking valves.

PRELIMINARY
Two basic procedures are required. One procedure for vehicles that are drivable and an alternate procedure for disabled vehicles (will not
back up or move forward).

VEHICLE IS DRIVABLE

1. Record all DTCs and the accompanying DTC Event Data.

2. Check for an appropriate Technical Service Bulletin that applies to the customer complaint.
3. Check fluid level and condition.
4. Road test and note how transmission upshifts, downshifts, and engages.
5. If the complaint was related to shift quality, perform the Quick Learn procedure and the Drive Learn Procedure. Refer to
Electrical/Electronic Control Modules/MODULE, Transmission Control - Standard Procedure .
6. If the shift complaint still exists, compare actual line pressure (sensor reading, using the scan tool) to the Desired Line Pressure
reading, in Park, Drive, and Reverse at 1500 RPM. Check that the LP sensor reads 30 psi (the minimum it should ever display) with
key on/engine off.
 7. Perform air-pressure test to check clutch operation. See Transmission and Transfer Case/Automatic - 42RLE - Diagnosis and
Testing.
8. Replace the Transmission Solenoid/TRS Assembly and perform the Quick Learn and Drive Learn procedures again.
9. If the complaint still exists, remove, inspect, and repair the transmission as necessary.

VEHICLE IS DISABLED

1. Record all DTCs and the accompanying DTC Event Data.

2. With engine running, place transmission in gear and verify correct PRNDL reading. Observe the Input and Output speeds using the
scan tool. If output RPM is greater than zero but vehicle does not move, check for transfer case in Neutral (or failed internally), failed
propshaft, or failed/disconnected drive axle. If output RPM is zero and input RPM is greater than zero, internal transmission slippage
is indicated. Run clutch slip tests using the scan tool, check oil pan for debris, and air check the various clutch circuits.
3. Shift the transmission into neutral, if both input and output speeds are zero, check flexplate bolts, torque converter, and
transmission input shaft.
4. Compare actual line pressure (sensor reading, using the scan tool) to the Desired Line Pressure reading, in Park, Drive, and Reverse
at 1500 RPM. Check that the LP sensor reads 30 psi (the minimum it should ever display) with key on/engine off. If line pressure is
incorrect, check fluid level and condition.
5. Remove, inspect, and repair the transmission as necessary.

HYDRAULIC PRESSURE TESTS

NOTE: Before preforming the hydraulic pressure tests be certain to disconnect the Variable Line Pressure (VLP) electrical
connector at the transmission. Check for and clear any codes that may have been set after preforming any hydraulic
pressure test and connecting the Variable Line Pressure (VLP) electrical connector.

Fig. 8: Pressure Taps

1 - TORQUE CONVERTER CLUTCH OFF

2 - REVERSE

3 - LOW/REVERSE

4 - 2/4

5 - UNDERDRIVE

6 - TORQUE CONVERTER CLUTCH ON

7 - OVERDRIVE

Pressure testing is a very important step in the diagnostic procedure. These tests usually reveal the cause of most transmission problems.
Before performing pressure tests, be certain that fluid level and condition, and shift cable adjustments have been checked and approved.
Fluid must be at operating temperature (150 to 200 degrees F.).
Install an engine tachometer, raise vehicle on hoist which allows the wheels to turn, and position tachometer so it can be read.
Using special adapters L-4559, attach 300 psi gauge(s) C-3293SP to the port(s) required for test being conducted.
Test port locations are shown in the Pressure Taps graphic. Refer to Fig. 8.

TEST ONE - SELECTOR IN MANUAL 1 (1st Gear)

 NOTE: This test checks pump output, pressure regulation and condition of the low/reverse clutch hydraulic circuit and shift
schedule.

1. Attach pressure gauge to the low/reverse clutch tap.

2. Move selector lever to the MANUAL 1 position.
3. Allow vehicle wheels to turn and increase throttle opening to achieve an indicated vehicle speed to 20 mph.
4. Low/reverse clutch pressure should read 115 to 145 psi.

TEST TWO - SELECTOR IN MANUAL 2 (Second Gear)

NOTE: This test checks the underdrive clutch hydraulic circuit as well as the shift schedule.

1. Attach gauge to the underdrive clutch tap.

2. Move selector lever to the MANUAL 2 position.
3. Allow vehicle wheels to turn and increase throttle opening to achieve an indicated vehicle speed of 30 mph.
4. In second gear the underdrive clutch pressure should read 110 to 145 psi.

TEST TWO A - SELECTOR IN DRIVE (OD ON - Fourth Gear)

NOTE: This test checks the underdrive clutch hydraulic circuit as well as the shift schedule.

1. Attach gauge to the underdrive clutch tap.

2. Move selector lever to the DRIVE position. Verify that the OD switch is ON.
3. Allow wheels to rotate freely and increase throttle opening to achieve an indicated speed of 40 mph.
4. Underdrive clutch pressure should read below 5 psi. If not, than either the solenoid assembly or controller is at fault.

TEST THREE - SELECTOR IN DRIVE (OD OFF - Third and Second Gear)

NOTE: This test checks the overdrive clutch hydraulic circuit as well as the shift schedule.

1. Attach gauge to the overdrive clutch tap.

2. Move selector lever to the DRIVE position.
3. Allow vehicle wheels to turn and increase throttle opening to achieve an indicated vehicle speed of 20 mph.
4. Overdrive clutch pressure should read 74 to 95 psi.
5. Move selector lever to the DRIVE position and increase indicated vehicle speed to 30 mph.
6. The vehicle should be in second gear and overdrive clutch pressure should be less than 5 psi.

TEST FOUR - SELECTOR IN DRIVE (OD ON - Fourth Gear)

NOTE: This test checks the 2/4 clutch hydraulic circuit.

1. Attach gauge to the 2/4 clutch tap.

2. Move selector lever to the DRIVE position.
3. Allow vehicle front wheels to turn and increase throttle opening to achieve an indicated vehicle speed of 30 mph. Vehicle should be
in fourth gear.
4. The 2/4 clutch pressure should read 75 to 95 psi.

TEST FIVE-SELECTOR IN DRIVE (OD ON - Fourth Gear, CC on)

NOTE: These tests check the torque converter clutch hydraulic circuit.

1. Attach gauge to the torque converter clutch off pressure tap.

2. Move selector lever to the DRIVE position.
3. Allow vehicle wheels to turn and increase throttle opening to achieve an indicated vehicle speed of 50 mph. Vehicle should be in 4th
gear, CC on.

CAUTION: Both wheels must turn at the same speed.

 4. Torque converter clutch off pressure should be less than 5 psi.
5. Now attach the gauge to the torque converter clutch on pressure tap.
6. Move selector to the OD position.
7. Allow vehicle wheels to turn and increase throttle opening to achieve an indicated vehicle speed of 50 mph.
8. Verify the torque converter clutch is applied mode using the RPM display of the scan tool.
9. Torque converter clutch on pressure should be 60-90 psi.

TEST SIX-SELECTOR IN REVERSE

NOTE: This test checks the reverse clutch hydraulic circuit.

1. Attach gauge to the reverse and low/reverse clutch tap.

2. Move selector lever to the REVERSE position.
3. Read reverse clutch pressure with output stationary (foot on brake) and throttle opened to achieve 1500 RPM.
4. Reverse and low/reverse clutch pressure should read 165 to 235 psi.

TEST RESULT INDICATIONS

1. If proper line pressure is found in any one test, the pump and pressure regulator are working properly.
2. Low pressure in all positions indicates a defective pump, a clogged filter, or a stuck pressure regulator valve.
3. Clutch circuit leaks are indicated if pressures do not fall within the specified pressure range.
4. If the overdrive clutch pressure is greater than 5 psi in of Test Three, a worn reaction shaft seal ring or a defective solenoid
assembly is indicated.
5. If the underdrive clutch pressure is greater than 5 psi in of Test Two-A, a defective solenoid/pressure switch assembly or controller
is the cause.

ALL PRESSURE SPECIFICATIONS ARE PSI (on hoist, with wheels free to turn)

Gear Actual Gear PRESSURE TAPS

Selector
Position
Underdrive Overdrive Reverse Torque Torque 2/4 Low/Reverse
Clutch Clutch Clutch Converter Converter Clutch Clutch
Clutch Clutch On
Off

PARK - 0 PARK 0-2 0-5 0-2 60-110 45-100 0-2 115-145

mph *

REVERSE REVERSE 0-2 0-7 165- 50-100 35-85 0-2 165-235

- 0 mph * 235

NEUTRAL NEUTRAL 0-2 0-5 0-2 60-110 45-100 0-2 115-145

- 0 mph *

Low - 20 FIRST 110-145 0-5 0-2 60-110 45-100 0-2 115-145

mph #

Third - 30 SECOND 110-145 0-5 0-2 60-110 45-100 115- 0-2

mph # 145

Third - 45 DIRECT 75-95 75-95 0-2 60-90 45-80 0-2 0-2

mph #

OD - 30 OVERDRIVE 0-2 75-95 0-2 60-90 45-80 75- 0-2

mph # 95

OD - 50 OVERDRIVE 0-2 75-95 0-2 0-5 60-95 75- 0-2

mph # WITH TCC 95

* Engine Speed at 1500 RPM

# CAUTION: Both wheels must be turning at same speed.

CLUTCH AIR PRESSURE TESTS

 Fig. 9: Air Pressure Test Plate

1 - AIR PRESSURE TEST PLATES

2 - 2/4 CLUTCH RETAINER HOLE

Inoperative clutches can be located by substituting air pressure for fluid pressure. The clutches may be tested by applying air pressure to
their respective passages after the valve body has been removed. Use Plate Set 6599-1 (1) and 6599-2 (1) to perform test .
To make air pressure tests, proceed as follows:

NOTE: The compressed air supply must be free of all dirt and moisture. Use a pressure of 30 psi.

1. Remove oil pan and valve body. See Transmission and Transfer Case/Automatic - 42RLE/VALVE BODY - Removal.
2. Apply air pressure to the holes in the special tool (1), one at a time.
3. Listen for the clutch to apply. It will give a slight thud sound. If a large amount of air is heard escaping, the transmission must be
removed from vehicle, disassembled and all seals inspected.

2/4 CLUTCH
Apply air pressure to the feed hole located on the 2/4 clutch retainer (2). Look in the area where the 2/4 piston contacts the first separator
plate and watch carefully for the 2/4 piston to move rearward. The piston should return to its original position after the air pressure is
removed.

OVERDRIVE CLUTCH
Apply air pressure to the overdrive clutch apply passage and watch for the push/pull piston to move forward. The piston should return to its
starting position when the air pressure is removed.

REVERSE CLUTCH
Apply air pressure to the reverse clutch apply passage and watch for the push/pull piston to move rearward. The piston should return to its
starting position when the air pressure is removed.

LOW/REVERSE CLUTCH
Apply air pressure to the low/reverse clutch feed hole passage. Look in the area where the low/reverse piston contacts the first separator
plate. Watch carefully for the piston to move forward. The piston should return to its original position after the air pressure is removed.

UNDERDRIVE CLUTCH

Fig. 10: Testing Underdrive Clutch

1 - AIR PRESSURE TEST PLATE 6599-1

2 - AIR NOZZLE
Because this clutch piston cannot be seen, its operation is checked by function. Use an air nozzle (2) to apply air pressure is to the
low/reverse or the 2/4 clutch opening in Plate Set 6599-1 (2). This locks the output shaft. Use a piece of rubber hose wrapped around the
input shaft and a pair of clamp-on pliers to turn the input shaft. Next apply air pressure to the underdrive clutch. The input shaft should not
rotate with hand torque. Release the air pressure and confirm that the input shaft will rotate.

FLUID LEAKAGE

FLUID LEAKAGE - TORQUE CONVERTER HOUSING AREA

Fig. 11: Converter Housing Leak Paths

1 - PUMP SEAL

2 - PUMP VENT

3 - PUMP BOLT

4 - PUMP GASKET

5 - CONVERTER HOUSING

6 - CONVERTER

7 - REAR MAIN SEAL LEAK

When diagnosing converter housing (5) fluid leaks, three actions must be taken before repair:

1. Verify proper transmission fluid level.

2. Verify that the leak originates from the converter housing area and is transmission fluid.
3. Determine the true source of the leak.

Fluid leakage at or around the torque converter area may originate from an engine oil leak (7). The area should be examined closely.
Factory fill fluid is red and, therefore, can be distinguished from engine oil.
Some suspected converter housing fluid leaks may not be leaks at all. They may only be the result of residual fluid in the converter housing,
or excess fluid spilled during factory fill, or fill after repair. Converter housing leaks have several potential sources. Through careful
observation, a leak source can be identified before removing the transmission for repair.
Pump seal (1) leaks tend to move along the drive hub and onto the rear of the converter. Pump o-ring or pump body leaks follow the same
path as a seal leak. Pump attaching bolt (3) leaks are generally deposited on the inside of the converter housing (5) and not on the
converter itself. Pump seal (1) or gasket (4) leaks usually travel down the inside of the converter housing.

TORQUE CONVERTER LEAKAGE

Fig. 12: Converter Leak Points - Typical

1 - OUTSIDE DIAMETER WELD

 2 - TORQUE CONVERTER HUB WELD

3 - STARTER RING GEAR

4 - LUG

Possible sources of torque converter leakage are:

Torque converter weld leaks at the outside diameter weld (1).
Torque converter hub weld (2).

Standard Procedure

ALUMINUM THREAD REPAIR

Damaged or worn threads in the aluminum transmission case and valve body can be repaired by the use of Heli-Coils®, or equivalent. This
repair consists of drilling out the worn-out damaged threads. Then tap the hole with a special Heli-Coil® tap, or equivalent, and installing a
Heli-Coil® insert, or equivalent, into the hole. This brings the hole back to its original thread size.
Heli-Coil®, or equivalent, tools, and inserts are readily available from most automotive parts suppliers.

Removal

REMOVAL
Fig. 13: Remove/Install Skid Plate

1 - SKID PLATE

2 - TRANSMISSION CROSSMEMBER

3 - FRAME RAILS

1. Disconnect the negative battery cable.

2. Raise and support the vehicle
3. Remove any necessary skid plates (1). Refer to Frame and Bumpers/Frame/PLATE, Skid - Removal .
4. Mark propeller shaft and axle companion flanges for assembly alignment.
5. Remove the rear propeller shaft. Refer to Differential and Driveline/Propeller Shaft/SHAFT, Drive - Removal .
6. Remove the front propeller shaft, if necessary. Refer to Differential and Driveline/Propeller Shaft/SHAFT, Drive - Removal .
 Fig. 14: Rear Transmission Crossmember

1 - CROSSMEMBER

2 - REAR TRANSMISSION MOUNT

7. Remove the crossmember.

8. Remove the rear support cushion.
9. Remove any necessary exhaust components.
10. Remove the transfer case, if equipped. Refer to Transmission and Transfer Case/Transfer Case - Removal .

Fig. 15: Input and Output Speed Sensors and Transmission Range Sensor

1 - INPUT SPEED SENSOR

2 - OUTPUT SPEED SENSOR

3 - TRANSMISSION RANGE SENSOR

11. Disconnect wires from the input and output speed sensors (1, 2).
12. Disconnect wires from the transmission range sensor (3).
13. Disconnect wires from the Variable Line Pressure (VLP) electrical connector.

Fig. 16: Solenoid/Pressure Switch Assembly

1 - SOLENOID/PRESSURE SWITCH ASSEMBLY CONNECTOR

 14. Disconnect wires from the solenoid/pressure switch assembly (1).
15. Disconnect gearshift cable from transmission manual valve lever.
16. Disengage the shift cable from the cable support bracket.
17. Remove the starter motor.
18. Remove the engine to transmission collar.
19. Rotate crankshaft with socket wrench on dampener bolt in clockwise direction until converter bolts are accessible. Then remove
bolts one at a time.
20. Disconnect the transmission vent hose from the transmission.
21. Raise transmission slightly with service jack to relieve load on crossmember and supports.
22. Remove all remaining converter housing bolts.
23. Remove fill tube bolt at transmission.
24. Carefully work transmission and torque converter assembly rearward off engine block dowels while working the fill tube out of the
transmission.
25. Hold torque converter in place during transmission removal.
26. Lower transmission and remove assembly from under the vehicle.
27. To remove torque converter, carefully slide torque converter out of the transmission.

Disassembly

DISASSEMBLY

NOTE: If the transmission is being reconditioned (clutch/seal replacement) or replaced, it is necessary to perform the Quick
Learn Procedure using the scan tool. Refer to Electrical/Electronic Control Modules/MODULE, Transmission Control -
Standard Procedure .

NOTE: Tag all clutch pack assemblies, as they are removed, for reassembly identification.

CAUTION: Do not intermix clutch discs or plates as the unit might then fail.

Before disassembling transmission, move the shift lever clockwise as far as it will go and then remove the shift lever.

Fig. 17: Remove Torque Converter

1 - TORQUE CONVERTER

2 - TRANSMISSION

3 - INPUT SHAFT

1. Remove the torque converter (1) from the transmission input shaft (3).
 Fig. 18: Measure Input Shaft End Play Using End Play Set 8266A - Typical

1 - TOOL 8266-8

2 - TOOL 8266-2

3 - TOOL C-3339A

2. Measure input shaft end play using End Play Set 8266A (1, 2). Set up the required items from End Play Set 8266A (1, 2) and a dial
indicator C-3339A (3) as shown in illustration.
3. Move input shaft in and out to obtain end play reading. End play specifications are 0.127 to 0.635 mm (0.005 to 0.025 inch). Record
indicator reading for reference when reassembling the transmission. If end play exceeds the specified range, the #4 thrust plate
needs to be inspected and changed if necessary.

Fig. 19: Remove/Install Adapter Housing Bolts

1 - TRANSMISSION CASE

2 - ADAPTER HOUSING

3 - BOLTS

NOTE: The four bolts (3) along the bottom of the adapter or extension housing (2) have a sealing patch applied from the
factory. Note the locations of these bolts and separate these bolts for reuse.

4. Remove the bolts that hold the adapter or extension housing (2) onto the transmission case.
 Fig. 20: Remove/Install Adapter Housing

1 - TRANSMISSION CASE

2 - ADAPTER HOUSING

5. Remove the adapter (2) housing, 4X4 vehicles only, from the transmission case. There are two pry slots located near the bottom
corners of the housing for separating the housing from the transmission case.

Fig. 21: Remove/Install Extension Housing

1 - TRANSMISSION CASE

2 - EXTENSION HOUSING

6. Remove the extension (2) housing, 4X2 vehicles only, from the transmission case. There are two pry slots located near the bottom
corners of the housing for separating the housing from the transmission case.

Fig. 22: Lube Tube Grommet

1 - HOUSING

2 - LUBE TUBE

3 - GROMMET

4 - PRY SLOTS
7. Inspect the lube tube grommet (3) for damage. If the grommet lip is damaged, it will need to be replaced.
8. On 4X2 transmissions, perform the following, if necessary:
a. Remove the extension shaft bearing snap ring (3) from the extension housing.

Fig. 23: Remove/Install Extension Shaft Bearing Snap Ring

1 - EXTENSION SHAFT

2 - BEARING

3 - SNAP RING

b. Remove the extension shaft and bearing assembly (2) from the extension housing (1).

Fig. 24: Remove/Install Extension Shaft and Bearing Assembly

1 - EXTENSION HOUSING

2 - EXTENSION SHAFT

3 - BEARING

c. Remove the extension shaft bearing retaining ring (3) from the extension shaft (1).

Fig. 25: Remove/Install Extension Shaft Bearing Retaining Ring

1 - EXTENSION SHAFT

2 - BEARING

3 - RETAINING RING
 d. Remove the extension shaft bearing (2) from the extension shaft (1).

Fig. 26: Remove/Install Extension Shaft Bearing

1 - EXTENSION SHAFT

2 - BEARING

Fig. 27: Identifying 4X4 Stub Shaft, Adapter & Slide Hammer

9. Using OTC® Slide Hammer 1155 or 7703 (3), or equivalent, and Adapter 10171 (2), remove the 4X4 stub shaft (1).

Fig. 28: Remove 4X4 Stub Shaft

1 - STUB SHAFT

2 - OUTPUT SHAFT

10. Remove the 4X4 stub shaft (1) from the transmission output shaft. Inspect the circlip on the shaft for damage and replace the clip if
necessary.
 Fig. 29: Remove Input Speed Sensor Bolt

1 - INPUT SPEED SENSOR

2 - TRANSMISSION CASE

NOTE: The speed sensor bolts have a sealing patch applied from the factory. Separate these bolts for reuse.

11. Remove the input speed sensor bolt.

Fig. 30: Remove Output Speed Sensor Bolt

1 - OUTPUT SPEED SENSOR

2 - TRANSMISSION CASE

NOTE: The speed sensor bolts have a sealing patch applied from the factory. Separate these bolts for reuse.

12. Remove the output speed sensor bolt.

Fig. 31: Remove Output Speed Sensor

1 - OUTPUT SPEED SENSOR

2 - TRANSMISSION CASE

13. Remove the input and output (2) speed sensors. Identify the speed sensors for reinstallation since they are not interchangeable.
 Fig. 32: Remove Transmission Oil Pan Bolts

1 - TRANSMISSION OIL PAN

2 - BOLTS

NOTE: One of the oil pan bolts has a sealing patch applied from the factory. Separate this bolt for reuse.

14. Remove the transmission oil pan bolts (2) .

Fig. 33: Remove/Install Transmission Oil Pan

1 - TRANSMISSION OIL PAN

15. Remove the transmission oil pan (1) .

Fig. 34: Remove Oil Filter Screws

1 - OIL FILTER

2 - SCREWS

16. Remove the transmission oil filter screws (2) .

 Fig. 35: Remove/Install Transmission Filter

1 - TRANSMISSION FILTER

17. Remove transmission oil filter (1) .

Fig. 36: Remove Oil Filter O-Ring

1 - VALVE BODY

2 - O-RING

18. Remove the oil filter o-ring (2) from the valve body.

Fig. 37: Removing/Installing Valve Body Bolts

1 - BOLTS

19. Remove valve body-to-case bolts (1) .

 Fig. 38: Removing/Installing Valve Body

1 - VALVE BODY

CAUTION: Do not handle the valve body by the manual shaft. Damage could result.

20. Remove valve body (1) from transmission.

Fig. 39: Underdrive and Overdrive Accumulators

1 - OVERDRIVE PISTON AND SPRING

2 - UNDERDRIVE PISTON AND SPRING

21. Remove underdrive and overdrive accumulators (1, 2) .

Fig. 40: Remove/Install Low/Reverse Accumulator & Snap Ring

1 - SNAP RING

2 - LOW/REVERSE ACCUMULATOR

22. Remove the low/reverse accumulator snap ring (1) .

 Fig. 41: Remove/Install Low/Reverse Accumulator Plug

1 - ADJUSTABLE PLIERS

2 - PLUG

23. Remove the low/reverse accumulator plug (2) .

Fig. 42: Low/Reverse Accumulator Piston

1 - ACCUMULATOR PISTON

24. Remove low/reverse accumulator piston (1) using suitable pliers.

Fig. 43: Low/Reverse Accumulator

1 - PISTON

2 - RETURN SPRINGS

25. Remove piston (1) and springs (2) .

 Fig. 44: Remove/Install Oil Pump Attaching Bolts

1 - BOLTS

2 - OIL PUMP

26. Remove and discard the oil pump-to-case bolts (1) . The oil pump bolts are not to be reused.

Fig. 45: Oil Pump Pullers

1 - OIL PUMP

2 - PULLERS

27. Remove oil pump using Slide Hammers C-3752 (2) .

Fig. 46: Remove Oil Pump

1 - "PUSH IN" ON INPUT SHAFT WHILE REMOVING PUMP

28. Remove oil pump while pushing in on input shaft (1) .

 Fig. 47: Remove/Install Oil Pump Gasket

1 - BELLHOUSING

2 - OIL PUMP GASKET

29. Remove oil pump gasket (2) .

Fig. 48: Remove/Install By-Pass Valve

1 - BYPASS VALVE

CAUTION: By-pass valve must be replaced if transmission failure occurs.

30. Remove the cooler by-pass valve (1) .

Fig. 49: Remove/Install No. 1 Caged Needle Bearing

1 - #1 CAGED NEEDLE BEARING

2 - NOTE: TANGED SIDE OUT

31. Remove the #1 caged needle bearing (1) .

 Fig. 50: Remove/Install Input Clutch Assembly

1 - INPUT CLUTCH ASSEMBLY

32. Remove the input clutch assembly (1) .

Fig. 51: Remove/Install #4 Thrust Plate

1 - OVERDRIVE SHAFT ASSEMBLY

2 - #4 THRUST PLATE (SELECT)

3 - PETROLATUM FOR RETENTION

33. Remove the #4 thrust plate (2) .

Fig. 52: Remove/Install Front Sun Gear Assembly

1 - FRONT SUN GEAR ASSEMBLY

2 - #4 THRUST WASHER (FOUR TABS)

34. Remove the front sun gear assembly (1) and #4 thrust washer (if still in place).
 Fig. 53: Remove/Install Front Carrier/Rear Annulus

1 - #6 NEEDLE BEARING

2 - FRONT CARRIER AND REAR ANNULUS ASSEMBLY (TWIST AND PULL OR PUSH TO REMOVE OR INSTALL).

35. Remove the front carrier/rear annulus (2) and #6 needle bearing (1) .

Fig. 54: Remove/Install Rear Sun Gear

1 - #7 NEEDLE BEARING

2 - REAR SUN GEAR

36. Remove the rear sun gear (2) and #7 needle bearing (1) .

Fig. 55: Number 7 Bearing

1 - #7 BEARING

2 - REAR SUN GEAR

NOTE: The number seven needle bearing (1) has three anti-reversal tabs and is common with the number five and number
two position. The orientation should allow the bearing to seat flat against the rear sun gear. A small amount of
petrolatum can be used to hold the bearing to the rear sun gear.
 Fig. 56: Remove 2/4 Clutch Retainer Snap Ring

1 - TOOL 5058

2 - SCREWDRIVER

3 - SNAP RING

4 - 2/4 CLUTCH RETAINER

NOTE: Verify that Compressor 5058A (1) is centered properly over the 2/4 clutch retainer (4) before compressing. If
necessary, fasten the Compressor 5058A bar to the bellhousing flange with any combination of locking pliers and
bolts to center the tool properly.

37. Install and load Compressor 5058A to remove the 2/4 clutch retainer snap ring (3) .

Fig. 57: 2/4 Clutch Retainer

1 - 2/4 CLUTCH RETAINER

2 - 2/4 CLUTCH RETURN SPRING

NOTE: The 2/4 Clutch Piston has bonded seals which are not individually serviceable. Seal replacement requires
replacement of the piston assembly.

38. Remove the 2/4 clutch retainer (1) .

Fig. 58: Remove/Install 2/4 Clutch Return Spring

1 - 2/4 CLUTCH RETURN SPRING

39. Remove the 2/4 clutch return spring (1) .

Fig. 59: Remove/Install 2/4 Clutch Pack

1 - CLUTCH PLATE (4)

2 - CLUTCH DISC (4)

40. Remove the 2/4 clutch pack (1, 2) .

Fig. 60: Remove Tapered Snap Ring

1 - LOW/REVERSE CLUTCH REACTION PLATE

2 - LONG TAB

3 - SCREWDRIVER

4 - LOW/REVERSE TAPERED SNAP RING (TAPERED SIDE UP)

5 - OIL PAN FACE

41. Remove the tapered snap ring (4) .

Fig. 61: Remove/Install Low/Reverse Reaction Plate

1 - LOW/REVERSE REACTION PLATE (FLAT SIDE UP)

42. Remove the low/reverse reaction plate (1) .

 Fig. 62: Remove/Install One Disc

1 - ONE DISC FROM LOW/REVERSE CLUTCH

43. Remove one (1) low/reverse clutch disc to facilitate snap ring removal.

Fig. 63: Remove/Install Low/Reverse Reaction Plate Snap Ring

1 - SCREWDRIVER

2 - LOW/REVERSE REACTION PLATE FLAT SNAP RING

3 - DO NOT SCRATCH CLUTCH PLATE

44. Remove the low/reverse reaction plate snap ring (2) .

Fig. 64: Remove/Install Low/Reverse Clutch Pack

1 - CLUTCH PLATES (5)

2 - CLUTCH DISCS (5)

45. Remove the low/reverse clutch pack (1, 2) .

 Fig. 65: Grinding Stakes

1 - OUTPUT SHAFT

2 - GRIND HERE

3 - GRIND HERE

4 - NUT STAKE

CAUTION: Failure to grind and open stakes (4) of the output shaft nut will result in thread damage to the shaft during nut
removal.

WARNING: Wear safety goggles while grinding stake nuts.

Fig. 66: Stake Grinding Pattern

1 - OUTPUT SHAFT

2 - OUTPUT SHAFT NUT

46. Using a die grinder or equivalent, grind the stakes in the shoulder of the shaft nut (2) as shown in illustration. Do not grind all the way
through the nut and into the shaft. There are two stakes on each nut.

Fig. 67: Opening Nut Stakes

1 - CHISEL

2 - NUT STAKE
47. Using a small chisel (1), carefully open the stakes on nut (2) .

Fig. 68: Remove Output Shaft Nut

1 - WRENCH 6497

2 - SOCKET WRENCH 6498A

3 - BREAKER BAR

48. Use Wrench 6497 (1) and Socket Wrench 6498A (2) to remove the output shaft nut.

Fig. 69: Use Arbor Press to Remove Output Shaft from Case

1 - OUTPUT SHAFT

2 - ARBOR PRESS

3 - TRANSMISSION CASE

49. Remove the output shaft (1) from case (3) using a shop press (2).

Fig. 70: Remove Front Bearing Cup - Typical

1 - ARBOR PRESS

2 - REMOVER 6596
50. Use Remover 6596 (2) with a shop press (1) to remove the front output shaft bearing cup.

Fig. 71: Remove Rear Bearing Cup

1 - UNIVERSAL HANDLE C-4171 AND HANDLE EXTENSION C-4171-2

2 - DISK 6597

51. Use Disc 6597 (2) and Universal Handle C-4171 (1) and Handle Extension C-4171-2 to press the rear output shaft bearing cup
rearward.

Fig. 72: Remove Rear Carrier Front Bearing Cone

1 - SPECIAL TOOL 5048-1

2 - SPECIAL TOOL 6545

3 - REAR CARRIER

4 - SPECIAL TOOL 5048

52. Remove the rear carrier front bearing cone (3) .

 Fig. 73: Compressor Tool in Use

1 - LOW/REVERSE CLUTCH RETURN SPRING

2 - SNAP RING (INSTALL AS SHOWN)

3 - COMPRESSOR 5058A-3

4 - COMPRESSOR 5059-A

5 - DISC 6057

53. Install and load Compressor 5059-A (4) , Compressor 5058A (3), and Disc 6057 (5) as shown in illustration.

Fig. 74: Remove Snap Ring

1 - SNAP RING OPENING MUST BE BETWEEN SPRING LEVERS (AS SHOWN)

2 - SNAP RING PLIERS

3 - COMPRESSOR 5059-A

54. Remove the low/reverse Belleville spring snap ring (1) .

Fig. 75: Low/Reverse Piston Belleville Spring

1 - LOW/REVERSE PISTON RETURN SPRING

2 - PISTON

55. Remove the low/reverse piston Belleville spring (1) .

 Fig. 76: Anchor Shaft Removal

1 - PIN PUNCH

2 - GUIDE BRACKET ASSEMBLY

56. Remove the park sprag pivot retaining screw.

57. Drive out the anchor shaft using suitable punch (1) .

Fig. 77: Identifying Guide Bracket Pivot Shaft & Pin

1 - PIVOT PIN

2 - GUIDE BRACKET ASSEMBLY

58. Remove the guide bracket pivot pin (1) . Inspect all components for wear and replace if necessary.

Fig. 78: Remove/Install Low/Reverse Clutch Piston

1 - LOW/REVERSE CLUTCH PISTON

2 - D-RING SEAL

3 - D-RING SEAL

NOTE: The Low/Reverse Clutch Piston has bonded seals which are not individually serviceable. Seal replacement requires
replacement of the piston assembly.

59. Remove the low/reverse clutch piston (1) .

60. Remove the low/reverse piston retainer screws.
 Fig. 79: Remove/Install Piston Retainer

1 - LOW/REVERSE CLUTCH PISTON RETAINER

2 - GASKET

61. Remove low/reverse piston retainer (1) .

Fig. 80: Remove/Install Piston Retainer Gasket

1 - GASKET HOLES MUST LINE UP

2 - LOW/REVERSE CLUTCH PISTON RETAINER GASKET

62. Remove the low/reverse piston retainer gasket (2) .

Assembly

ASSEMBLY

NOTE: If the transmission assembly is being reconditioned (clutch/seal replacement) or replaced, it is necessary to perform the
Quick Learn Procedure using the scan tool. Refer to Electrical - Electronic Control Modules/Electronic Control
Modules/MODULE, Transmission Control - Standard Procedure .
Fig. 81: 42RLE BEARING ORIENTATION

1 - THRUST BEARING NO. 1 5 - THRUST BEARING NO. 5

2 - THRUST BEARING NO. 2 6 - NEEDLE BEARING NO. 6

3 - THRUST BEARING NO. 3 7 - NEEDLE BEARING NO. 7

4 - THRUST BEARING NO. 4 -

Fig. 82: Bearing Cup Installation - Installer - 5050A

1. Install the output bearing cups using Installer 5050A.

Fig. 83: Remove/Install Piston Retainer Gasket

1 - GASKET HOLES MUST LINE UP

2 - LOW/REVERSE CLUTCH PISTON RETAINER GASKET

2. Install low/reverse piston retainer gasket (2) .

 Fig. 84: Remove/Install Piston Retainer

1 - LOW/REVERSE CLUTCH PISTON RETAINER

2 - GASKET

3. Install low/reverse piston retainer (1) .

Fig. 85: Install Retainer Attaching Screws

1 - LOW/REVERSE CLUTCH PISTON RETAINER

2 - SCREWDRIVER

3 - TORX-LOC SCREWS

4. Install low/reverse piston retainer-to-case screws (3) and torque to 5 N.m (45 in. lbs.).

Fig. 86: Remove/Install Low/Reverse Clutch Piston

1 - LOW/REVERSE CLUTCH PISTON

2 - D-RING SEAL

3 - D-RING SEAL

NOTE: The Low/Reverse Clutch Piston has bonded seals which are not individually serviceable. Seal replacement requires
replacement of the piston assembly.

5. Install low/reverse clutch piston (1) .

 Fig. 87: Guide Bracket

1 - GUIDE BRACKET

2 - ANTIRATCHET SPRING (MUST BE ASSEMBLED AS SHOWN)

3 - PAWL

6. Assemble guide bracket (1) assembly as shown in illustration, if necessary.

Fig. 88: Identifying Guide Bracket Pivot Shaft & Pin

1 - PIVOT PIN

2 - GUIDE BRACKET ASSEMBLY

CAUTION: When installing, be sure guide bracket and split sleeve touch the rear of the transmission case.

7. Install guide bracket pivot pin (1) .

8. Install park sprag pivot retaining screw and torque to 4.5 N.m (40 in. lbs.).

Fig. 89: Install Low/Reverse Piston Return Spring

1 - LOW/REVERSE PISTON RETURN SPRING

2 - PISTON

9. Install low/reverse piston Belleville spring (1) into position.

 Fig. 90: Compressor Tool in Use

1 - LOW/REVERSE CLUTCH RETURN SPRING

2 - SNAP RING (INSTALL AS SHOWN)

3 - COMPRESSOR 5058A-3

4 - COMPRESSOR 5059-A

5 - DISC 6057

10. Install and load low/reverse spring with compressor tool 5058A-3 (3), 5059-A (4) and disc 6057 (5) as shown in illustration to
facilitate snap ring (2) installation.

Fig. 91: Install Snap Ring

1 - SNAP RING OPENING MUST BE BETWEEN SPRING LEVERS (AS SHOWN)

2 - SNAP RING PLIERS

3 - DISC 6057

11. Install snap ring (1) and remove compressor tool.

 Fig. 92: Install Rear Carrier Front Bearing Cone

1 - ARBOR PRESS

2 - UNIVERSAL HANDLE C-4171

3 - INSTALLER 6052

4 - REAR CARRIER

12. Install rear carrier (4) front bearing cone.

Fig. 93: Bearing Installation

1 - SUPPORT PLATE 6618A

2 - REAR OUTPUT SHAFT BEARING

Check output bearing preload. Output bearing preload must be checked and/or adjusted if any of the following items have been
replaced:
Output shaft (rear carrier assembly)
Output shaft bearings
Transmission case

13. PRELOAD CHECK/SHIM SELECTION: Install rear output shaft bearing cone and Support Plate 6618A (1) .
 Fig. 94: Special Tool Installed

1 - SUPPORT PLATE 6618A

14. Install Support Plate 6618A (1) . Lightly tighten retaining screws. Screws should be below the plate surface, but do not snug screws.
15. Turn case over on arbor press so that the plate is resting on the press base. CAUTION: The output shaft will extend through the
hole of Support Plate 6618A. Ensure your press table has clearance for the output shaft.

Fig. 95: Shim Installation

1 - SHIM

2 - OUTPUT SHAFT

16. Install shim (1) on output shaft (2) . Apply small amount of petrolatum onto the shim to hold it in place. Use the original shim as a
starting point. If original shim is not available, use the thickest shim available.

Fig. 96: Press Shaft Into Case

1 - UNIVERSAL HANDLE C-4171 AND HANDLE EXTENSION C-4171-2

2 - DISC MD-998911
17. Install output shaft/rear carrier into rear bearing. The shaft must be pressed into position. Use Disc MD-998911 (2) and Universal
Handle C- 4171 and Handle Extension C4171-2 (1) to press shaft into rear bearing.

Fig. 97: Checking Turning Torque

1 - TORQUE WRENCH

2 - WRENCH 6498A

3 - OUTPUT SHAFT NUT

CAUTION: Do not reuse old output shaft nut because the removed stake weakens the nut flange. Using Wrenches 6497 and
6498A, install new output shaft nut. Tighten new output shaft nut to 271 N.m (200 ft. lbs.).

18. Check the turning torque (1) of the output shaft . The shaft should have 1 to 8 in. lbs. of turning torque. If the turning torque is higher
than 8 in. lbs., install a thicker shim. If turning torque is less than 1 in. lb., install a thinner shim. Make sure there is no end play.

Fig. 98: Staking Output Shaft Nut - Typical

1 - ARBOR PRESS

2 - STAKING TOOL - 6639

3 - NEW NUT

CAUTION: Failure to stake nut could allow the nut to back-off during use.

19. The new nut (3) must be staked after the correct turning torque is obtained . Use Staking Tool 6639 (2) to stake output shaft nut.
 Fig. 99: Properly Staked Nut

1 - BOTTOMED IN SLOT

2 - CORRECTLY STAKED NUT

20. Verify that the nut has been properly staked to the output shaft.

Fig. 100: Remove/Install Low/Reverse Clutch Pack

1 - CLUTCH PLATES (5)

2 - CLUTCH DISCS (5)

21. Install low/reverse clutch pack (1, 2) . Leave uppermost disc out to facilitate snap ring installation.

Fig. 101: Remove/Install Low/Reverse Reaction Plate Snap Ring

1 - SCREWDRIVER

2 - LOW/REVERSE REACTION PLATE FLAT SNAP RING

3 - DO NOT SCRATCH CLUTCH PLATE

22. Install low/reverse reaction plate snap ring (2) .

 Fig. 102: Remove/Install One Disc

1 - ONE DISC FROM LOW/REVERSE CLUTCH

23. Install one low/reverse clutch disc (1) .

Fig. 103: Remove/Install Low/Reverse Reaction Plate

1 - LOW/REVERSE REACTION PLATE (FLAT SIDE UP)

24. Install low/reverse reaction plate (1) with flat side up.

Fig. 104: Snap Ring Installed

1 - SCREWDRIVER

2 - TAPERED SNAP RING (INSTALL AS SHOWN)

25. Install a new tapered snap ring (2) (tapered side out).
 Fig. 105: Tapered Snap Ring Instructions

26. Make sure that the snap ring ends are oriented as shown in illustration.

Fig. 106: Check Low/Reverse Clutch Clearance

1 - DIAL INDICATOR

2 - DIAL INDICATOR TIP TOOL 6268

3 - HOOK TOOL

27. Measure low/reverse clutch pack. Set up dial indicator (1) as shown in illustration. Press down clutch pack with finger and zero dial
indicator. Record measurement in four (4) places and take average reading. Low/Reverse clutch pack clearance is 0.84 to 1.60 mm
(0.033 to 0.063 inch).
28. Select the proper low/reverse reaction plate to achieve specifications.

Fig. 107: Remove/Install 2/4 Clutch Pack

1 - CLUTCH PLATE (4)

2 - CLUTCH DISC (4)

29. Install 2/4 clutch pack (1, 2) .

 Fig. 108: Remove/Install 2/4 Clutch Return Spring

1 - 2/4 CLUTCH RETURN SPRING

NOTE: The 2/4 Clutch Piston has bonded seals which are not individually serviceable. Seal replacement requires
replacement of the piston assembly.

30. Install 2/4 clutch Belleville spring (1) .

Fig. 109: Proper Orientation of 2/4 Clutch

1 - NOTE POSITION

2 - RETURN SPRING

3 - 2/4 CLUTCH RETAINER

31. Verify the proper orientation of the return spring (2) to the 2/4 retainer (3).

Fig. 110: Install 2/4 Clutch Retainer

1 - 2/4 CLUTCH RETAINER

32. Install 2/4 clutch retainer (1) .

 Fig. 111: Remove 2/4 Clutch Retainer Snap Ring

1 - TOOL 5058A

2 - SCREWDRIVER

3 - SNAP RING

4 - 2/4 CLUTCH RETAINER

NOTE: Verify that Compressor 5058A (1) is centered properly over the 2/4 clutch retainer (4) before compressing. If
necessary, fasten the bar from Compressor 5058A to the bellhousing flange with any combination of locking pliers
and bolts to center the tool properly.

33. Set up Compressor 5058A (1) as shown in illustration. Compress 2/4 clutch just enough to facilitate snap ring installation.

Fig. 112: Check 2/4 Clutch Clearance

1 - DIAL INDICATOR

2 - HOOK TOOL

3 - DIAL INDICATOR TIP TOOL 6268

34. Measure 2/4 clutch clearance: Set up dial indicator (1) as shown in illustration. Press down clutch pack with finger and zero dial
indicator. Record measurement in four (4) places and take average reading. The 2/4 clutch pack clearance is 0.76 to 2.64 mm
(0.030 to 0.104 inch). If not within specifications, the clutch is not assembled properly or is excessively worn. There is no
adjustment for the 2/4 clutch clearance.

Fig. 113: Number 7 Bearing

 1 - #7 BEARING

2 - REAR SUN GEAR

35. Install the #7 needle bearing (1) to the rear sun gear (2) . The number 7 needle bearing has three anti-reversal tabs and is common
with the number 5 and number 2 position. The orientation should allow the bearing to seat flat against the rear sun gear. A small
amount of petrolatum can be used to hold the bearing to the rear sun gear.

Fig. 114: Remove/Install Rear Sun Gear

1 - #7 NEEDLE BEARING

2 - REAR SUN GEAR

36. Install rear sun gear (2) and #7 needle bearing (1) .

Fig. 115: Remove/Install Front Carrier/Rear Annulus

1 - #6 NEEDLE BEARING

2 - FRONT CARRIER AND REAR ANNULUS ASSEMBLY (TWIST AND PULL OR PUSH TO REMOVE OR INSTALL).

37. Install front carrier/rear annulus assembly (2) and #6 needle bearing (1) .

Fig. 116: Remove/Install Front Sun Gear Assembly

1 - FRONT SUN GEAR ASSEMBLY

2 - #4 THRUST WASHER (FOUR TABS)

38. Install front sun gear assembly (1) and #4 thrust washer (2) .
 Fig. 117: Remove/Install #4 Thrust Plate

1 - OVERDRIVE SHAFT ASSEMBLY

2 - #4 THRUST PLATE (SELECT)

3 - PETROLATUM FOR RETENTION

39. Determine proper #4 thrust plate thickness. Select the thinnest available #4 thrust plate.
40. Install #4 thrust plate (2) using petrolatum to hold into position.
41. Install input clutch assembly. Ensure the input clutch assembly is completely seated by viewing position through input speed sensor
hole. If the speed sensor tone wheel is not centered in the opening, the input clutches assembly is not seated properly.

Fig. 118: Remove Oil Pump O-Ring

1 - OIL PUMP ASSEMBLY

2 - O-RING

42. Remove the oil pump o-ring (2) and install oil pump and gasket to transmission. Use screw-in dowels or Phillips head screwdrivers
to align pump to case. Be sure to reinstall O-ring on oil pump after selecting the proper No. 4 thrust plate.

Fig. 119: Measure Input Shaft End Play Using Tool 8266A - Typical

1 - TOOL 8266-8

2 - TOOL 8266-2

3 - TOOL C-3339A
43. Measure the input shaft end play with the transmission in the vertical position. This will ensure that the measurement will be
accurate.
44. Set up and measure endplay using End Play Set 8266A (1, 2) and Dial Indicator Set C3339A (3) as shown in illustration.
45. Measure input shaft end play. Input shaft end play must be 0.127 to 0.635 mm (0.005 to 0.025 inch). For example, if end play
reading is 0.055 inch, select No. 4 Thrust Plate which is 0.071 to 0.074 thick. This should provide an input shaft end play reading of
0.020 inch, which is within specifications.

Fig. 120: Remove/Install Input Clutch Assembly

1 - INPUT CLUTCH ASSEMBLY

46. Remove oil pump, gasket, and input clutch assembly to gain access to and install proper #4 thrust plate.
47. Install input clutch assembly (1) with proper thrust plate .

Fig. 121: Remove/Install No. 1 Caged Needle Bearing

1 - #1 CAGED NEEDLE BEARING

2 - NOTE: TANGED SIDE OUT

48. Install #1 caged needle bearing (1) .

Fig. 122: Remove/Install By-Pass Valve

1 - BYPASS VALVE
 CAUTION: By-pass valve MUST be replaced if transmission failure occurs.

49. Replace cooler by-pass valve (1) if transmission failure has occurred.

NOTE: To align oil pump, gasket, and case during installation, use threaded dowels or Phillips screwdrivers.

Fig. 123: Remove/Install Oil Pump Gasket

1 - BELLHOUSING

2 - OIL PUMP GASKET

50. Install oil pump gasket (2) .

Fig. 124: Remove/Install Oil Pump Attaching Bolts

1 - BOLTS

2 - OIL PUMP

51. Install oil pump (2) and torque oil pump-to-case bolts (1) to 30 N.m (265 in. lbs.). Do not reuse original oil pump bolts.

Fig. 125: Low/Reverse Accumulator Piston

1 - ACCUMULATOR PISTON

52. Install low/reverse accumulator (1) as shown in illustration.

 Fig. 126: Remove/Install Low/Reverse Accumulator Plug

1 - ADJUSTABLE PLIERS

2 - PLUG

53. Install low/reverse accumulator plug (2) .

Fig. 127: Remove/Install Low/Reverse Accumulator & Snap Ring

1 - SNAP RING

2 - LOW/REVERSE ACCUMULATOR

54. Install low/reverse accumulator snap ring (1) .

Fig. 128: Underdrive and Overdrive Accumulators

1 - OVERDRIVE PISTON AND SPRING

2 - UNDERDRIVE PISTON AND SPRING

55. Install underdrive (2) and overdrive (1) accumulators and springs .
 Fig. 129: Removing/Installing Valve Body

1 - VALVE BODY

CAUTION: Do not handle the valve body by the manual shaft. Damage could result.

56. Install valve body (1) into place as shown in illustration.

Fig. 130: Removing/Installing Valve Body Bolts

1 - BOLTS

57. Install seven (7) valve body-to-case bolts (1) and torque to 12 N.m (105 in. lbs.).

Fig. 131: Remove/Install Transmission Filter

1 - TRANSMISSION FILTER

58. Install transmission oil filter (1) . Tighten the bolts to 5 N.m (45 in. lbs.).
 Fig. 132: Remove/Install Transmission Oil Pan

1 - TRANSMISSION OIL PAN

59. Install transmission oil pan (1) with a bead of Mopar® ATF RTV.

Fig. 133: Pan Fastener

1 - FRONT DRIVESHAFT

2 - PRESSURE PORTS

3 - TRANSMISSION CASE

4 - TRANSMISSION OIL PAN

5 - SECOND TRANSMISSION OIL PAN BOLT ON LEFT SIDE

6 - FIRST TRANSMISSION OIL PAN BOLT

NOTE: Before installing the oil pan bolt in the bolt hole located between the torque converter clutch on and U/D clutch
pressure tap circuits , it will be necessary to replenish the sealing patch on the bolt using Mopar® Lock AND Seal
Adhesive.

60. Install and torque the oil pan-to-case bolts to 20 N.m (14.5 ft. lbs.).
 Fig. 134: Input and Output Speed Sensors and Transmission Range Sensor

1 - INPUT SPEED SENSOR

2 - OUTPUT SPEED SENSOR

3 - TRANSMISSION RANGE SENSOR

NOTE: Before installing either speed sensor bolt, it will be necessary to replenish the sealing patch on the bolt using
Mopar® Lock AND Seal Adhesive.

61. Install both speed sensors (1, 2) into the transmission case. Torque the speed sensor bolts to 9 N.m (80 in. lbs.).

Fig. 135: Measure Input Shaft End Play Using Tool 8266A - Typical

1 - TOOL 8266-8

2 - TOOL 8266-2

3 - TOOL C-3339A

62. As a final check of the transmission, measure the input shaft end play. This will indicate when a #4 thrust plate change is required.
The #4 thrust plate is located behind the overdrive clutch hub. Attach a dial indicator C-3339A to transmission bell housing with its
plunger seated against end of input shaft . Install tool 8266-2 (2), 8266-8 (1) and move input shaft in and out to obtain end play
reading. Input shaft end play must be 0.127 to 0.635 mm (0.005 to 0.025 inch). If not within specifications, make the necessary
thrust plate adjustment.
63. On 4X2 transmissions, perform the following, if necessary:
a. Install the extension shaft bearing (2) onto the extension shaft.
 Fig. 136: Remove/Install Extension Shaft Bearing

1 - EXTENSION SHAFT

2 - BEARING

b. Install the extension shaft bearing retaining ring (3) onto the extension shaft (1).

Fig. 137: Remove/Install Extension Shaft Bearing Retaining Ring

1 - EXTENSION SHAFT

2 - BEARING

3 - RETAINING RING

c. Install the extension shaft (2) and bearing assembly (3) into the extension housing (1).

Fig. 138: Remove/Install Extension Shaft and Bearing Assembly

1 - EXTENSION HOUSING

2 - EXTENSION SHAFT

3 - BEARING

d. Install the extension shaft bearing snap ring (3) into the extension housing.
 Fig. 139: Remove/Install Extension Shaft Bearing Snap Ring

1 - EXTENSION SHAFT

2 - BEARING

3 - SNAP RING

e. Verify that the extension shaft snap ring (3) is fully engaged in the snap ring groove.

Fig. 140: Extension Shaft Bearing Snap Ring Installed

1 - EXTENSION SHAFT

2 - BEARING

3 - SNAP RING

Fig. 141: Lube Tube Grommet

1 - HOUSING

2 - LUBE TUBE

3 - GROMMET

4 - PRY SLOTS
64. Inspect the lube tube grommet (2) for damage. If the grommet lip is damaged, it will need to be replaced.

Fig. 142: Remove/Install Adapter Housing

1 - TRANSMISSION CASE

2 - ADAPTER HOUSING

65. Install the 4X4 stub shaft onto the transmission output shaft.
66. Place a bead of Mopar® ATF RTV on the rear surface of the transmission case for the adapter/extension housing.
67. Install the adapter housing (2) onto the transmission case, 4X4 vehicles only.

Fig. 143: Remove/Install Extension Housing

1 - TRANSMISSION CASE

2 - EXTENSION HOUSING

68. Install the extension housing (2) onto the transmission case, 4X2 vehicles only.

Fig. 144: Adapter Housing Fasteners

1 - STUD, ADAPTER/EXTENSION

2 - TRANSMISSION MOUNT FASTENERS (4)

3 - TRANSMISSION MOUNT
 4 - TRANSMISSION CASE

5 - NUT, EXHAUST HANGER BRACKET (2)

6 - STUD, ADAPTER/EXTENSION

7 - TRANSMISSION OIL PAN

8 - BOLT, ADAPTER/EXTENSION (2)

NOTE: Before installing the lowermost four adapter/extension housing bolts, it will be necessary to replenish the sealing
patch on the bolts using Mopar® Lock AND Seal Adhesive.

Fig. 145: Remove/Install Adapter Housing Bolts

1 - TRANSMISSION CASE

2 - ADAPTER HOUSING

3 - BOLTS

69. Install the bolts that hold the adapter or extension housing onto the transmission case. Be sure to install any stud bolts to their
original locations. Tighten the bolts to 54 N.m (40 ft. lbs.).

Installation

INSTALLATION
Fig. 146: Checking Converter Seating - Typical

1 - SCALE

2 - STRAIGHTEDGE

1. Check torque converter hub and hub drive flats for sharp edges burrs, scratches, or nicks. Polish the hub and flats with 800/1000
grit paper and crocus cloth if necessary. Verify that the converter hub o-ring is properly installed and is free of any debris. The hub
must be smooth to avoid damaging pump seal at installation.
2. If a replacement transmission is being installed, transfer any components necessary, such as the manual shift lever and shift cable
bracket, from the original transmission onto the replacement transmission.
 3. Lubricate oil pump seal lip with transmission fluid.
4. Align converter and 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 (1) and straightedge (2). Surface of converter lugs should be at least 13 mm (1/2 in.) to
rear of straightedge when converter is fully seated.
7. Temporarily secure converter with C-clamp.

Fig. 147: Input and Output Speed Sensors and Transmission Range Sensor

1 - INPUT SPEED SENSOR

2 - OUTPUT SPEED SENSOR

3 - TRANSMISSION RANGE SENSOR

8. Position transmission on jack and secure it with chains.

9. Check condition of converter driveplate. Replace the plate if cracked, distorted or damaged. Also be sure transmission dowel pins
are seated in engine block and protrude far enough to hold transmission in alignment.
10. Apply a light coating of MOPAR® High Temp Grease to the torque converter hub pocket in the rear pocket of the engine's crankshaft.
11. Raise transmission and align the torque converter with the drive plate and transmission converter housing with the engine block.
12. Move transmission forward. Then raise, lower or tilt transmission to align the converter housing with engine block dowels.
13. While installing the transmission fill tube into the transmission case, work transmission forward and over engine block dowels until
converter hub is seated in crankshaft. Verify that no wires, or the transmission vent hose, have become trapped between the engine
block and the transmission.
14. Install two bolts to attach the transmission to the engine.
15. Install remaining torque converter housing to engine bolts. Tighten to 68 N.m (50 ft. lbs.).
16. Install transmission fill tube bolt. Tighten bolt to 5 N.m (45 in. lbs.).
17. Install transfer case, if equipped. Tighten transfer case nuts to 35 N.m (26 ft. lbs.). Refer to Transmission and Transfer
Case/Transfer Case - Installation .
18. Connect gearshift cable to support bracket and transmission manual lever.
19. Connect input (1) and output speed sensor (3) wires.
20. Connect wires to the transmission range sensor (3).
21. Connect wires to the Variable Line Pressure (VLP) electrical connector.

Fig. 148: Solenoid/Pressure Switch Assembly

1 - SOLENOID/PRESSURE SWITCH ASSEMBLY CONNECTOR

22. Connect wires to the solenoid/pressure switch assembly (1) .

CAUTION: It is essential that the correct length bolts are used to attach the converter to the driveplate. Bolts that are too long
 will damage the clutch surface inside the converter.

23. Install torque converter-to-driveplate bolts. Tighten bolts to 88 N.m (65 in. lbs.).
24. Install starter motor and cooler line bracket if equipped.
25. Install structural cover. Refer to Engine/Engine Block/COVER, Structural Dust - Installation .
26. Connect cooler lines to transmission.
27. Install any necessary exhaust components.

Fig. 149: Remove/Install Skid Plate

1 - SKID PLATE

2 - TRANSMISSION CROSSMEMBER

3 - FRAME RAILS

28. Install the front propeller shaft, if necessary. Refer to Differential and Driveline/Propeller Shaft/SHAFT, Drive - Installation .
29. Install rear support cushion to transmission. Tighten bolts to 47 N.m (35 ft. lbs.).
30. Install rear transmission crossmember. Tighten crossmember to frame bolts to 68 N.m (50 ft. lbs.).
31. Lower transmission onto crossmember and install bolts attaching transmission mount to crossmember. Tighten clevis bracket to
crossmember bolts to 47 N.m (35 ft. lbs.). Tighten the clevis bracket to rear support bolt to 68 N.m (50 ft. lbs.).
32. Install the rear propeller shaft. Refer to Differential and Driveline/Propeller Shaft/SHAFT, Drive - Installation .
33. Adjust gearshift cable if necessary.
34. Install any skid plates removed previously (1). Refer to Frame and Bumpers/Frame/PLATE, Skid - Installation .
35. Lower vehicle.
36. Fill transmission with Mopar® ATF +4, Automatic Transmission Fluid.

Schematics and Diagrams

42RLE - WITHOUT VARIABLE LINE PRESSURE

Fig. 150: Park/Neutral (Speed Under 8 mph)

Fig. 151: Neutral (Speed Over 8 mph)

Fig. 152: Reverse

Fig. 153: Reverse Block (Shift to Reverse w/Speed Over 8 mph)

Fig. 154: First Gear

Fig. 155: Second Gear

Fig. 156: Second Gear (EMCC)

Fig. 157: Direct Gear

Fig. 158: Direct Gear (EMCC)

Fig. 159: Direct Gear (CC On)

Fig. 160: Overdrive

Fig. 161: Overdrive (EMCC)

 Fig. 162: Overdrive (CC On)

42RLE - WITH VARIABLE LINE PRESSURE

Fig. 163: Park and Neutral
Fig. 164: Reverse

Fig. 165: Drive - First Gear

Fig. 166: Drive - Second Gear

Fig. 167: Drive - Second Gear EMCC

Fig. 168: Drive - Direct Gear

Fig. 169: Drive - Direct Gear EMCC

 Fig. 170: Drive - Fourth Gear (Overdrive)

Fig. 171: Drive - Fourth Gear (Overdrive) EMCC

Specifications

42RLE AUTOMATIC TRANSMISSION

GENERAL SPECIFICATIONS

Transmission information General Information

type

Transmission Type Four-Speed Automatic, Electronically Controlled, Fully Adaptive, Electronically Modulated Torque
Converter

Lubrication Method Pump (internal - external gear-type)

Cooling Method Water Heat Exchanger and/or Air-to-Oil Heat Exchanger

GEAR RATIOS

Gear Gear Ratio

1st Gear 2.84:1

2nd Gear 1.57:1

3rd Gear (Direct) 1.00:1

4th Gear (Overdrive) 0.69:1

Reverse Gear 2.21:1

BEARING PRELOAD (Drag Torque)

Description Metric Standard

Output Shaft 0.22-0.903 N.m 1-8 in. lbs.

CLUTCH PACK

Description Metric Standard

Low/Reverse Clutch (Select Reaction Plate) 0.84-1.60 mm 0.033-0.063 in.

Two/Four Clutch (No Select) 0.76-2.64 mm 0.030-0.104 in.

Reverse Clutch (Select Snap Ring) 0.89-1.37 mm 0.035-0.054 in.

Overdrive Clutch (No Select) 1.07-3.25 mm 0.042-0.128 in.

Underdrive Clutch (Select Reaction Plate) 0.94-1.50 mm 0.037-0.059 in.

INPUT SHAFT

Description Metric Standard

End Play 0.127-0.635 mm 0.005-0.025 in.

OIL PUMP CLEARANCES

DESCRIPTION METRIC STANDARD

Outer Gear-to-Crescent 0.060-0.298 mm 0.0023-0.0117 in.

Inner Gear-to-Crescent 0.093-0.385 mm 0.0036-0.0151 in.

Outer Gear-to-Pocket 0.089-0.202 mm 0.0035-0.0079 in.

Outer Gear Side Clearance 0.020-0.046 mm 0.0008-0.0018 in.

Inner Gear Side Clearance 0.020-0.046 mm 0.0008-0.0018 in.

Reaction Shaft Support Bearing Sleeve 45.22 - 45.23 mm 1.780 - 1.781 in.

GEAR TRAIN MEASUREMENTS

Description Metric Standard

Front Sun Gear Bushings 29.55 - 29.60 mm 1.163 -1.165 in.

Rear Carrier Bushing 29.75 - 30.00 mm 1.171 - 1.181 in.

Overdrive Hub/Shaft Bushing 21.52 - 21.58 mm 0.847 - 0.850 in.

 Description Metric Standard

Oil Pump Reaction Support Sleeve 45.27 - 45.31 mm 1.782 - 1.784 in.

Front/Rear Carrier Pinion end Play 0.15 - 0.61 mm 0.006 - 0.024 in.

Torque Converter Hub Bushing 38.019 - 38.11 1.499 - 1.501 in.

TORQUE SPECIFICATIONS

Description N.m Ft. Lbs. In. Lbs.

Bolt, Torque Converter Housing to Engine 68 50 -

Bolt, Converter-to-Driveplate 88 65 -

Bolt, Fluid Filter-to-Valve Body 5 - 45

Bolt, L/R Piston Retainer-to-Case 5 - 45

Bolt, Adapter/Extension Housing 54 40 -

Bolt, Manual Valve Lever-to-Manual Valve 5 - 45

Bolt, Oil Pan-to-Case 20 14.5 -

Bolt, Oil Pump-to-Case 30 - 265

Bolt, Park Sprag Retainer 4.5 - 40

Bolt, Reaction Shaft Support Halves 28 - 250

Screw, Solenoid/Pressure Switch Assembly-to-Valve Body 5.5 - 50

Bolt, Valve Body-to-Case 12 - 105

Bolt, Valve Body-to-Transfer Plate 5 - 45

Fitting, Cooler Line 47.5 35 -

Nut, Output Shaft 271 200 -

Plug, Pressure Tap 5 - 45

Bolt, Input Speed-to-Case Sensor 9 - 80

Bolt, Output Speed-to-Case Sensor 9 - 80

Bolt, Crossmember to Frame 68 50 -

Bolt, Rear Support to Transmission 47 35 -

Bolt, Clevis Bracket to Crossmember 47 35 -

Bolt, Clevis Bracket to Transmission 68 50 -

Screw, TRS/Manual Shaft Retaining 5 - 45

Screw, 2/4 Accumulator Retainer Plate 5 - 45

Special Tools

SPECIAL TOOLS
Fig. 172: Pressure Gauge (High) C-3293SP

Fig. 173: Dial Indicator C-3339

Fig. 174: Hammer, OTC® Slide - 1155 or 7703

Fig. 175: Installer, Seal - C-3860A

Fig. 176: Puller, Seal - C-3981B

Fig. 177: Installer, Seal - C-3995A

Fig. 178: Universal Handle C-4171

Fig. 179: Extension, Handle - C-4171-2

Fig. 180: Installer, Seal - C-4193A

Fig. 181: Adapter Set - L-4559

Fig. 182: Puller Set 5048

Fig. 183: Installer - 5050A

Fig. 184: Compressor - 5058A

Fig. 185: Compressor - 5059-A

Fig. 186: Installer - 5067

Fig. 187: Installer 6052

Fig. 188: Disc - 6057

Fig. 189: Tip - 6268

Fig. 190: Remover/Installer - 6301

Fig. 191: Remover/Installer - 6302

Fig. 192: Remover 6310

Fig. 193: Wrench - 6497

Fig. 194: Wrench - 6498-A

Fig. 195: Puller Jaws - 6545

Fig. 196: Remover - 6596

Fig. 197: Remover - 6597

Fig. 198: Plate Set - 6599

Fig. 199: Plate, Support - 6618A

Fig. 200: Tool, Staking - 6639

Fig. 201: End Play Set - 8266

 Fig. 202: Fixture, Pressure - 8391

Fig. 203: Dipstick - 9336

Fig. 204: Adapter - 10171

ACCUMULATOR

Description

DESCRIPTION

Fig. 205: Underdrive and Overdrive Accumulators

1 - OVERDRIVE PISTON AND SPRING

2 - UNDERDRIVE PISTON AND SPRING

The 42RLE underdrive, overdrive, low/reverse, and 2/4 clutch hydraulic circuits each contain an accumulator. An accumulator typically
consists of a piston, return spring(s), and a cover or plug. The overdrive (1) and underdrive (2) accumulators are located within the
transmission case, and are retained by the valve body .

Fig. 206: Low/Reverse Accumulator

1 - PISTON

2 - RETURN SPRINGS

The low reverse (1) accumulator is also located within the transmission case, but the assembly is retained by a cover and a snap-ring.

Fig. 207: 2/4 Accumulator Assembly

1 - VALVE BODY

2 - RETAINER PLATE

3 - DETENT SPRING

4 - RETURN SPRINGS

5 - PISTON

The 2/4 accumulator (5) is located in the valve body. It is retained by a cover and retaining screws .

Operation

OPERATION
The function of an accumulator is to cushion the application of a frictional clutch element. When pressurized fluid is applied to a clutch
circuit, the application force is dampened by fluid collecting in the respective accumulator chamber against the piston and springs. The
intended result is a smooth, firm clutch application.

ASSEMBLY, Input Clutch

Disassembly

DISASSEMBLY

NOTE: If the input clutch assembly is being reconditioned (clutch/seal replacement) or replaced, it is necessary to perform the
 Quick Learn Procedure using the scan tool. Refer to Electrical/Electronic Control Modules/MODULE, Transmission Control
- Standard Procedure .

Fig. 208: Tapping Reaction Plate

1 - #4 THRUST PLATE (SELECT)

2 - TAP DOWN REVERSE CLUTCH REACTION PLATE TO REMOVE OR INSTALL SNAP RING

3 - INPUT CLUTCH RETAINER

4 - REVERSE CLUTCH REACTION PLATE

1. Mount input clutch assembly to Input Clutch Pressure Fixture (Tool 8391).
2. Tap down (2) reverse clutch reaction plate (4) to release pressure from snap ring.

Fig. 209: Reverse Clutch Snap Ring

1 - REACTION PLATE

2 - SCREWDRIVER

3 - REVERSE CLUTCH SNAP RING (SELECT)

3. Remove reverse clutch snap ring (3) .

Fig. 210: Pry Reverse Clutch Reaction Plate

1 - REVERSE CLUTCH REACTION PLATE

2 - SCREWDRIVER
 3 - SCREWDRIVER

4. Pry up reverse clutch reaction plate (1) .

Fig. 211: Reverse Clutch Reaction Plate

1 - REVERSE CLUTCH REACTION PLATE (INSTALL FLAT SIDE DOWN)

5. Remove reverse clutch reaction plate (1) .

Fig. 212: Reverse Clutch Pack

1 - REVERSE CLUTCH PLATE

2 - REVERSE CLUTCH DISC

NOTE: Tag reverse clutch pack for reassembly identification.

6. Remove the reverse clutch pack (two fibers/one steel) (1, 2) .

Fig. 213: OD/Reverse Pressure Plate Snap Ring

1 - OD/REVERSE PRESSURE PLATE

2 - SCREWDRIVER

3 - OD/REVERSE PRESSURE PLATE SNAP RING

7. Remove the OD/Reverse reaction plate (1) snap ring (3) .

 Fig. 214: OD/Reverse Reaction Plate

1 - OD/REVERSE PRESSURE PLATE (STEP SIDE DOWN)

2 - (STEP SIDE DOWN)

8. Remove OD/Reverse pressure plate (1) .

Fig. 215: Waved Snap Ring

1 - OVERDRIVE SHAFT ASSEMBLY

2 - OD/REVERSE CLUTCH WAVED SNAP RING

3 - SCREWDRIVER

9. Remove OD/Reverse reaction plate wave snap ring (2) .

Fig. 216: Remove OD Clutch Pack

1 - OVERDRIVE SHAFT ASSEMBLY AND OD CLUTCH PACK

2 - #3 THRUST PLATE

3 - #3 THRUST WASHER

4 - UNDERDRIVE SHAFT ASSEMBLY

10. Remove OD shaft/hub and OD clutch pack (1) .

 Fig. 217: Overdrive Clutch Pack

1 - OVERDRIVE CLUTCH PLATE

2 - OVERDRIVE SHAFT ASSEMBLY

3 - OVERDRIVE CLUTCH DISC

NOTE: Tag overdrive clutch pack for reassembly identification.

11. Remove the overdrive clutch (1, 3) from the overdrive hub/shaft (2) .

Fig. 218: #3 and #4 Thrust Washers

1 - #3 THRUST PLATE (3 TABS)

2 - OD SHAFT ASSEMBLY

3 - #4 THRUST PLATE (3 SLOTS)

12. Remove and inspect number 3 and 4 thrust plates (1, 3) .

Fig. 219: Underdrive Shaft Assembly

1 - #3 THRUST WASHER (5 TABS)

2 - UNDERDRIVE SHAFT ASSEMBLY

13. Remove the underdrive shaft assembly (2) .

 Fig. 220: No 2 Needle Bearing

1 - #2 NEEDLE BEARING (NOTE 3 TABS)

14. Remove the number 2 needle bearing (1) .

Fig. 221: Tapered Snap Ring

1 - OVERDRIVE/UNDERDRIVE CLUTCHES REACTION PLATE TAPERED SNAP RING

2 - SCREWDRIVER (DO NOT SCRATCH REACTION PLATE)

15. Remove the OD/UD reaction plate tapered snap ring (1) .

Fig. 222: OD/UD Reaction Plate

1 - OD/UD CLUTCH REACTION PLATE (STEP SIDE DOWN)

NOTE: The OD/UD clutch reaction plate has a step on both sides. The OD/UD clutches reaction plate goes tapered step
side up.

16. Remove the OD/UD reaction plate (1) .

 Fig. 223: Remove/Install Last UD Clutch Disc

1 - ONE UNDERDRIVE CLUTCH DISC

17. Remove the first UD clutch disc (1) .

Fig. 224: UD Clutch Flat Snap Ring

1 - UNDERDRIVE CLUTCH REACTION PLATE FLAT SNAP RING

2 - SCREWDRIVER

18. Remove the UD clutch flat snap ring (1) .

Fig. 225: Underdrive Clutch Pack

1 - CLUTCH PLATE

2 - ONE UD CLUTCH DISC

3 - CLUTCH DISC

NOTE: Tag underdrive clutch pack for reassembly identification.

19. Remove the UD clutch pack (1, 3) .

 Fig. 226: UD Spring Retainer Snap Ring

1 - SNAP RING PLIERS

2 - ARBOR PRESS RAM

3 - SNAP RING

4 - COMPRESSOR 5059-A

CAUTION: Compress return spring just enough to remove or install snap ring.

20. Using Compressor 5059-A (4) and an arbor press (2), compress UD clutch piston enough to remove snap ring (3) .

Fig. 227: UD Return Spring and Retainer

1 - UNDERDRIVE SPRING RETAINER

2 - SNAP RING

3 - SEAL

4 - PISTON RETURN SPRING

21. Remove the underdrive spring retainer snap ring (2), spring retainer (1), and spring (4) .

Fig. 228: Underdrive Clutch Piston

1 - PISTON

22. Remove the UD clutch piston (1) .

 Fig. 229: Input Hub Tapered Snap Ring

1 - INPUT SHAFT

2 - INPUT HUB SNAP RING (TAPERED SIDE UP WITH TABS IN CAVITY)

3 - SNAP RING PLIERS

23. Remove the input hub tapered snap ring (2) .

Fig. 230: Tap on Input Hub

1 - INPUT SHAFT AND HUB ASSEMBLY

2 - PLASTIC HAMMER

24. Tap on input hub (1) with soft faced hammer (2) and separate input hub from OD/Reverse piston and clutch retainer.

Fig. 231: Input Hub Removed

1 - INPUT SHAFT AND HUB ASSEMBLY

2 - INPUT CLUTCH RETAINER

3 - O-RING

4 - SEAL

5 - OVERDRIVE/REVERSE PISTON

25. Separate the input hub from OD/Reverse piston (5) and clutch retainer (2) .
 Fig. 232: Pull Retainer from Piston

1 - OVERDRIVE/REVERSE PISTON

2 - INPUT CLUTCH RETAINER

26. Separate clutch retainer (2) from OD/Reverse piston (1) .

Fig. 233: Remove/Install Snap Ring

1 - ARBOR PRESS RAM (COMPRESS RETURN SPRING JUST ENOUGH TO REMOVE OR INSTALL SNAP RING)

2 - SCREWDRIVER

3 - SNAP RING

4 - SPECIAL TOOL 6057

5 - OD/REVERSE PISTON

6 - RETURN SPRING

27. Using Disc 6057 (4) and an arbor press (1), compress OD/Reverse piston (5) return spring just enough to remove snap ring (3) .

Fig. 234: Return Spring and Snap Ring

1 - OD/REVERSE PISTON

2 - RETURN SPRING

3 - SNAP RING

4 - O-RING
 28. Remove the OD/Reverse piston return spring (2) and snap ring (3) .

Fig. 235: Remove Input Shaft Snap Ring

1 - INPUT SHAFT

2 - SHARP-POINTED TOOL

3 - SNAP RING

4 - O-RINGS

5 - SEALS

29. Remove input shaft (1) to input clutch hub snap ring (3) .

Fig. 236: Remove Input Shaft

1 - ARBOR PRESS RAM

2 - SOCKET

3 - SEAL

4 - O-RINGS

5 - INPUT SHAFT

6 - SEAL

7 - INPUT CLUTCH HUB

30. Using a suitably sized socket (2) and an arbor press (1), remove input shaft (5) from input shaft hub.

Assembly

ASSEMBLY
Use petrolatum on all seals to ease assembly of components.
Fig. 237: Install Input Shaft

1 - INPUT SHAFT

2 - ARBOR PRESS RAM

3 - INPUT CLUTCH HUB

1. Using an arbor press (2), install input shaft (1) to input shaft hub (3) .

Fig. 238: Install Input Shaft Snap Ring

1 - INPUT SHAFT

2 - SCREWDRIVER (DO NOT SCRATCH BEARING SURFACE)

3 - SNAP RING

4 - O-RINGS

5 - SEALS

2. Install input shaft snap ring (3) .

Fig. 239: Return Spring and Snap Ring

1 - OD/REVERSE PISTON

2 - RETURN SPRING

3 - SNAP RING

4 - O-RING
3. Position the OD/Reverse piston return spring (2) and snap ring (3) onto the OD/Reverse piston (1) .

Fig. 240: Remove/Install Snap Ring

1 - ARBOR PRESS RAM (COMPRESS RETURN SPRING JUST ENOUGH TO REMOVE OR INSTALL SNAP RING)

2 - SCREWDRIVER

3 - SNAP RING

4 - SPECIAL TOOL 6057

5 - OD/REVERSE PISTON

6 - RETURN SPRING

4. Using an arbor press (1) and Disc 6057 (4), install the OD/Reverse piston return spring (6) and snap ring (3) .

Fig. 241: Install OD/Reverse Piston

1 - PUSH DOWN TO INSTALL OVERDRIVE/REVERSE PISTON

2 - INPUT CLUTCHES RETAINER

5. Install the OD/Reverse piston (1) assembly to the input clutch retainer (2) .

Fig. 242: Install Input Shaft Hub Assembly

1 - PUSH DOWN TO INSTALL INPUT SHAFT HUB ASSEMBLY (ROTATE TO ALIGN SPLINES)

2 - OD/REV. PISTON
6. Install the input hub/shaft assembly (1) to the OD/Reverse piston/clutch retainer assembly (2) .

Fig. 243: Install Input Hub Tapered Snap Ring

1 - INPUT SHAFT

2 - INPUT HUB SNAP RING (TAPERED SIDE UP WITH TABS IN CAVITY)

3 - SNAP RING PLIERS

7. Install input hub tapered snap ring (2) . Make sure snap ring is fully seated.

Fig. 244: Underdrive Clutch Piston

1 - PISTON

8. Install the UD clutch piston (1) .

Fig. 245: Seal Compressor Special Tool 5067

1 - PISTON RETURN SPRING

2 - SPECIAL TOOL 5067

3 - INPUT CLUTCH RETAINER

9. Install UD piston return spring (1) and Disc 5067 (2) .

 Fig. 246: UD Return Spring and Retainer

1 - UNDERDRIVE SPRING RETAINER

2 - SNAP RING

3 - SEAL

4 - PISTON RETURN SPRING

10. Position the UD spring retainer (1) and snap ring (2) on the piston return spring (4) .

Fig. 247: Install UD Spring Retainer and Snap Ring

1 - ARBOR PRESS RAM

2 - SNAP RING PLIERS

3 - SNAP RING

4 - OD/REVERSE PISTON

5 - TOOL 5067

6 - TOOL 5059-A

CAUTION: Compress return spring just enough to install snap ring.

11. Using Compressor 5059-A (6) with Installer 5067 (5) and an arbor press (1), install the UD spring retainer and snap ring (3) .

Fig. 248: Underdrive Clutch Pack

 1 - CLUTCH PLATE

2 - ONE UD CLUTCH DISC

3 - CLUTCH DISC

12. Install the UD clutch pack (four fibers/four steels) (1, 3) . Leave the top disc (2) out until after the snap ring is installed.

Fig. 249: UD Clutch Flat Snap Ring

1 - UNDERDRIVE CLUTCH REACTION PLATE FLAT SNAP RING

2 - SCREWDRIVER

13. Install the UD clutch flat snap ring (1) .

Fig. 250: Remove/Install Last UD Clutch Disc

1 - ONE UNDERDRIVE CLUTCH DISC

14. Install the last UD clutch disc (1) .

Fig. 251: OD/UD Reaction Plate

1 - OD/UD CLUTCH REACTION PLATE (STEP SIDE DOWN)

15. Install the OD/UD clutch reaction plate (1) . The OD/UD clutches reaction plate has a step on both sides. Install the OD/UD clutches
reaction plate tapered step side up.
 Fig. 252: Tapered Snap Ring

1 - OVERDRIVE/UNDERDRIVE CLUTCHES REACTION PLATE TAPERED SNAP RING

2 - SCREWDRIVER (DO NOT SCRATCH REACTION PLATE)

NOTE: Snap ring ends must be located within one finger of the input clutch hub. Be sure that snap ring is fully seated, by
pushing with screwdriver, into snap ring groove all the way around.

16. Install the UD/OD tapered snap ring (1) .

Fig. 253: Seating Tapered Snap Ring

1 - OVERDRIVE/UNDERDRIVE CLUTCHES REACTION PLATE TAPERED SNAP RING

2 - SCREWDRIVER

17. Seat tapered snap ring (1) to ensure proper installation.

Fig. 254: Input Clutch Assembly on Pressure Fixture Tool - 8391

1 - INPUT CLUTCH ASSEMBLY

2 - INPUT CLUTCH PRESSURE FIXTURE - 8391

18. Install input clutch assembly (1) to the Input Clutch Pressure Fixture 8391 (2).
 Fig. 255: Set Up Dial Indicator to Measure UD Clutch Clearance

1 - DIAL INDICATOR

2 - UNDERDRIVE CLUTCH

19. Set up Dial Indicator C-3339A (1) on the UD clutch pack (2).

Fig. 256: Press Down on UD Clutch Pack and Zero Dial Indicator

1 - DIAL INDICATOR

2 - UNDERDRIVE CLUTCH

20. Using moderate pressure, press down and hold (near indicator) the UD clutch pack (2) with screwdriver or suitable tool and zero dial
indicator (1) . When releasing pressure on clutch pack, indicator reading should advance 0.005-0.010 inches.

CAUTION: Do not apply more than 30 psi (206 kPa) to the underdrive clutch pack.

21. Apply 30 psi (206 kPa) to the underdrive hose on Pressure Fixture 8391 and measure UD clutch clearance. Measure and record UD
clutch pack measurement in four (4) places, 90° apart.
22. Take average of four measurements and compare with UD clutch pack clearance specification. Underdrive clutch pack clearance
must be 0.94-1.50 mm (0.037-0.059 in.).
23. If necessary, select the proper reaction plate to achieve specifications.
 Fig. 257: Install OD Clutch Pack

1 - OVERDRIVE CLUTCH PACK

24. Install the OD clutch pack (four fibers/three steels) (1) .

Fig. 258: Install Waved Snap Ring

1 - OVERDRIVE REACTION PLATE WAVED SNAP RING

2 - SCREWDRIVER

25. Install OD reaction plate waved snap ring (1) .

Fig. 259: OD/Reverse Reaction Plate

1 - OVERDRIVE/REVERSE PRESSURE PLATE

2 - (STEP SIDE DOWN)

26. Install the OD/Reverse reaction plate (1) with large step down (towards OD clutch pack) .
 Fig. 260: Install Flat Snap Ring

1 - ARBOR PRESS RAM

2 - TOOL 5059-A

3 - FLAT SNAP RING

27. Install Compressor tool 5059-A (2).

28. Using shop press (1) compress clutch pack enough to expose snap ring grove.
29. Install OD reaction plate flat snap ring (3) .

Fig. 261: Measure OD Clutch Pack Clearance

1 - DIAL INDICATOR

2 - OD/REVERSE PRESSURE PLATE

30. Measure OD clutch pack clearance. Set up Dial Indicator C-3339A (1) on top of the OD/Reverse reaction plate (2).
31. Zero dial indicator and apply 30 psi (206 kPa) air pressure to the overdrive clutch hose on Pressure Fixture 8391. Measure and
record OD clutch pack measurement in four (4) places, 90° apart.
32. Take average of four measurements and compare with OD clutch pack clearance specification. The overdrive (OD) clutch pack
clearance is 1.07-3.25 mm (0.042-0.128 in.).
If not within specifications, the clutch is not assembled properly. There is no adjustment for the OD clutch clearance.
33. Install reverse clutch pack (two fibers/one steel) (1, 2).

Fig. 262: Install Reaction Plate

 1 - REVERSE CLUTCH REACTION PLATE (FLAT SIDE DOWN)

34. Install reverse clutch reaction plate (1) with the flat side down towards reverse clutch .

Fig. 263: Install Reverse Clutch Snap Ring

1 - REVERSE CLUTCH SNAP RING (SELECT)

2 - SCREWDRIVER

3 - REVERSE CLUTCH REACTION PLATE

35. Tap reaction plate (3) down to allow installation of the reverse clutch snap ring (1). Install reverse clutch snap ring (1).

Fig. 264: Pry Up Reaction Plate

1 - SCREWDRIVER

2 - SNAP RING

3 - SCREWDRIVER

4 - MUST RAISE REVERSE REACTION PLATE TO RAISE SNAP RING

36. Pry up reverse reaction plate (4) to seat against snap ring (2).

Fig. 265: Measure Reverse Clutch Pack Clearance

 1 - DIAL INDICATOR

2 - REVERSE CLUTCH

37. Set up a Dial Indicator C-3339A (1) on the reverse clutch pack (2).

Fig. 266: Press Down on Reverse Clutch and Zero Indicator

1 - DIAL INDICATOR

2 - REVERSE CLUTCH

38. Using moderate pressure, press down and hold (near indicator) reverse clutch disc (2) with screwdriver or suitable tool and zero dial
indicator (1). When releasing pressure, indicator should advance 0.005-0.010 inches as clutch pack relaxes.
39. Apply 30 psi (206 kPa) air pressure to the reverse clutch hose on Pressure Fixture 8391. Measure and record reverse clutch pack
measurement in four (4) places, 90° apart.
40. Take average of four measurements and compare with reverse clutch pack clearance specification. The reverse clutch pack
clearance is 0.89-1.37 mm (0.035-0.054 in.). Select the proper reverse clutch snap ring to achieve specifications.
41. To complete the assembly, reverse clutch and overdrive clutch must be removed.

Fig. 267: Install No. 2 Needle Bearing

1 - #2 NEEDLE BEARING (NOTE 3 SMALL TABS)

2 - TABS UP

42. Install the number 2 needle bearing (1) .

 Fig. 268: Install Underdrive Shaft Assembly

1 - UNDERDRIVE SHAFT ASSEMBLY

2 - #2 NEEDLE BEARING

43. Install the underdrive shaft assembly (1) .

Fig. 269: Install No. 3 Thrust Washer

1 - #3 THRUST WASHER (NOTE 5 TABS)

2 - UNDERDRIVE SHAFT ASSEMBLY

44. Install the number 3 thrust washer (1) to the underdrive shaft assembly (2). Be sure five tabs are seated properly.

Fig. 270: Install No. 3 Thrust Plate

1 - OVERDRIVE SHAFT ASSEMBLY

2 - DABS OF PETROLATUM (FOR RETENTION)

3 - #3 THRUST PLATE (NOTE 3 TABS)

45. Install the number 3 thrust plate (3) to the bottom of the overdrive shaft assembly (1). Retain with petrolatum or transmission
assembly gel (2).
 Fig. 271: Install Overdrive Shaft Assembly

1 - OVERDRIVE SHAFT ASSEMBLY

2 - #3 THRUST PLATE

3 - #3 THRUST WASHER

46. Install the overdrive shaft assembly (1).

Fig. 272: Input Clutch Assembly

1 - INPUT CLUTCH ASSEMBLY

2 - OVERDRIVE SHAFT ASSEMBLY

47. Reinstall overdrive and reverse clutch. Rechecking these clutch clearances is not necessary.

ASSEMBLY, Transmission Solenoid and Pressure Switch

Description

DESCRIPTION

Fig. 273: Valve Body Assembly

1 - SOLENOID/PRESSURE SWITCH ASSEMBLY

 2 - TRS

3 - TRANSFER PLATE

4 - SEPARATOR PLATE

5 - VALVE BODY

The Solenoid/Pressure Switch Assembly (1) is inside the transmission and mounted to the valve body assembly. The assembly consists of
four solenoids that control hydraulic pressure to the L/R, 2/4, OD, and UD friction elements (transmission clutches), and the torque
converter clutch. The reverse clutch is controlled by line pressure from the manual valve in the valve body. The solenoids are contained
within the Solenoid/Pressure Switch Assembly, and can only be serviced by replacing the assembly.
The solenoid assembly also contains pressure switches that monitor and send hydraulic circuit information to the TCM. Likewise, the
pressure switches can only be service by replacing the assembly.

Operation

OPERATION
SOLENOIDS
The solenoids receive electrical power from the Transmission Control Relay through a single wire. The TCM energizes or operates the
solenoids individually by grounding the return wire of the solenoid needed. When a solenoid is energized, the solenoid valve shifts, and a
fluid passage is opened or closed (vented or applied), depending on its default operating state. The result is an apply or release of a
frictional element.
The 2/4 and UD solenoids are normally applied, which allows fluid to pass through in their relaxed or "off" state. By design, this allows
transmission limp-in (P,R,N,2) in the event of an electrical failure.
The continuity of the solenoids and circuits are periodically tested. Each solenoid is turned on or off depending on its current state. An
inductive spike should be detected by the TCM during this test. If no spike is detected, the circuit is tested again to verify the failure. In
addition to the periodic testing, the solenoid circuits are tested if a speed ratio or pressure switch error occurs.
PRESSURE SWITCHES
The TCM relies on three pressure switches to monitor fluid pressure in the L/R, 2/4, and OD hydraulic circuits. The primary purpose of
these switches is to help the TCM detect when clutch circuit hydraulic failures occur. The range for the pressure switch closing and
opening points is 11-23 psi. Typically the switch opening point will be approximately one psi lower than the closing point. For example, a
switch may close at 18 psi and open at 17 psi. The switches are continuously monitored by the TCM for the correct states (open or closed)
in each gear as shown in the following chart:

PRESSURE SWITCH STATES

GEAR L/R 2/4 OD

R OP OP OP

P/N CL OP OP

1st CL OP OP

2nd OP CL OP

D OP OP CL

OD OP CL CL

OP = OPEN

CL = CLOSED

A Diagnostic Trouble Code (DTC) will set if the TCM senses any switch open or closed at the wrong time in a given gear.
The TCM also tests the 2/4 and OD pressure switches when they are normally off (OD and 2/4 are tested in 1st gear, OD in 2nd gear, and
2/4 in 3rd gear). The test simply verifies that they are operational, by looking for a closed state when the corresponding element is applied.
Immediately after a shift into 1st, 2nd, or 3rd gear with the engine speed above 1000 RPM, the TCM momentarily turns on element pressure
to the 2/4 and/or OD clutch circuits to identify that the appropriate switch has closed. If it doesn't close, it is tested again. If the switch fails
to close the second time, the appropriate Diagnostic Trouble Code (DTC) will set.

Removal

REMOVAL

If the Solenoid/Pressure Switch Assembly is being replaced, the Quick Learn Procedure must be performed. Refer to
 NOTE: Electrical/Electronic Control Modules/MODULE, Transmission Control - Standard Procedure .

Fig. 274: Solenoid Retaining Screws

1 - SOLENOID/PRESSURE SWITCH ASSEMBLY

2 - RETAINING SCREWS

1. Raise vehicle on hoist.

2. Remove valve body assembly from transmission. See Transmission and Transfer Case/Automatic - 42RLE/VALVE BODY - Removal.
3. Remove Solenoid/Pressure Switch Assembly retaining screws (2) from solenoid .

Fig. 275: Solenoid/Pressure Switch Assembly and Screen

1 - SOLENOID/PRESSURE SWITCH ASSEMBLY

2 - VALVE BODY

3 - SCREEN

4. Remove Solenoid/Pressure Switch Assembly (1) and screen from valve body (2) .

Installation

INSTALLATION

NOTE: If the Solenoid/Pressure Switch assembly is being replaced, the Quick Learn Procedure must be performed. Refer to
Electrical/Electronic Control Modules/MODULE, Transmission Control - Standard Procedure .
 Fig. 276: Solenoid/Pressure Switch Assembly and Screen

1 - SOLENOID/PRESSURE SWITCH ASSEMBLY

2 - VALVE BODY

3 - SCREEN

1. Install Solenoid/Pressure Switch Assembly (1) and screen (3) to the separator and transfer plates.

Fig. 277: Solenoid Retaining Screws

1 - SOLENOID/PRESSURE SWITCH ASSEMBLY

2 - RETAINING SCREWS

2. Install and tighten retaining screws (2) to 5.5 N.m (50 in. lbs.) torque.
3. Install valve body. See Transmission and Transfer Case/Automatic - 42RLE/VALVE BODY - Installation.

BEARING

Adjustments

ADJUSTMENTS
Take extreme care when removing and installing bearing cups and cones. Use only an arbor press for installation, as a hammer may not
properly align the bearing cup or cone. Burrs or nicks on the bearing seat will give a false end play reading, while gauging for proper shims.
Improperly seated bearing cup and cones are subject to low-mileage failure.
Bearing cups and cones should be replaced if they show signs of pitting or heat distress.
If distress is seen on either the cup or bearing rollers, both cup and cone must be replaced.

NOTE: Bearing drag torque specifications must be maintained to avoid premature bearing failures.

Used (original) bearing may lose up to 50 percent of the original drag torque after break-in.

NOTE: All bearing adjustments must be made with no other component interference or gear inter-mesh.

Oil all bearings before checking turning torque.

CABLE, Park Lock

Description

DESCRIPTION
The Parking Key Interlock system prevents the driver from shifting out of Park when the key is removed from the ignition cylinder, and
prevents key removal unless the shifter has been returned to Park.

Operation

OPERATION
The interlock cable connects the lock housing and the ATX shifter. The shifter is locked until the key cylinder is rotated clockwise from the
LOCK (1) position. Once the key cylinder is rotated out of LOCK (1), the shifter may be moved from Park. As the shifter moved from Park,
the interlock cable is held at a position that prevents key removal.

Diagnosis and Testing

PARK LOCK CABLE

CONDITION POSSIBLE CORRECTION

CAUSES

With the key in ACC (2) or ON (3) position, and BTSI override Park interlock Readjust the park interlock cable
activated, the shifter cannot be moved out of PARK. cable miss-adjust (Refer to ADJUSTMENTS).

With the key in LOCK (1) position, and the BTSI override activated the Park interlock Readjust the park interlock cable
shifter moves out of Park. cable misadjust (Refer to ADJUSTMENTS).

Key trapped in the ignition cylinder Park interlock Readjust the park interlock cable
cable misadjust (Refer to ADJUSTMENTS).

Removal

REMOVAL

Fig. 278: PARK INTERLOCK CABLE

1 - IGNITION LOCK

2 - LOCK TAB

3 - CABLE END

1. Place ignition key in the ON position.

2. Lower the steering column.
3. With the ignition switch in the "RUN" position depress the park-interlock cable locking tab (2), located on top of the cable connector
at the steering column and pull the cable straight out.
 Fig. 279: SHIFT CABLES AT SHIFTER

1 - SHIFTER ASSEMBLY

2 - GEARSHIFT CABLE

3 - BTSI CABLE

4. Remove the park-interlock cable from steering column.

5. Remove the floor console and related trim.
6. Release the park-interlock cable from any remaining clips.
7. Remove park-interlock cable from the vehicle.

Installation

INSTALLATION

Fig. 280: PARK INTERLOCK CABLE

1 - IGNITION LOCK

2 - LOCK TAB

3 - CABLE END

NOTE: The gearshift cable must be secured into position and properly adjusted before the installation of the Park-Interlock Cable.

1. Place ignition key in the ON position.

2. Push the park-interlock cable (3) straight into the square mounting hole in the steering column until cable snaps in place.
3. Snap park-interlock cable tie strap into hole in steering column tube.
 Fig. 281: TRANSMISSION SHIFT CABLE AT SHIFTER

1 - SHIFTER ASSEMBLY

2 - GEARSHIFT CABLE

3 - BTSI CABLE

4. Route cable to the shifter mechanism.

5. Install the cable end fitting into shifter lever (1).
6. Snap cable adjuster ears into floor shifter bracket.
7. Place the ignition key cylinder in the LOCK position.
8. Test the park-interlock cable operation.
9. Install the floor console and related trim.

Adjustments

ADJUSTMENTS

Fig. 282: SHIFT CABLES AT SHIFTER

1 - SHIFTER ASSEMBLY

2 - GEARSHIFT CABLE

3 - BTSI CABLE

1. Remove floor console as necessary for access to the park-interlock cable.

2. Make sure the shifter is in PARK position.
3. Unsnap the cable end fitting from shifter base reaction bracket.
4. Attempt to take out the key from ignition cylinder moving the core cable fore/aft.
5. With the key removed from cylinder, unsnap the locking tab from cable end-fitting.
 6. Slide back in the cable end-fitting onto shifter base reaction bracket.
7. Push in the locking tab until fully seated - the top surface must be under flash relatively to cylinder end-fitting and both sides
snapped over the locking features.
8. Verify proper operation.
9. Install the floor console.

CABLE, Shift

Diagnosis and Testing

GEARSHIFT CABLE

1. The floor shifter lever and gate positions should be in alignment with all transmission positions, P - R - N - D - 2 - 1 shown in cluster.
Misalignment requires cable readjustment.
2. Engine start must not be possible in any other gear position - if occurs the cable must be readjusted.

Removal

REMOVAL

Fig. 283: REMOVE/INSTALL SHIFT CABLES - TYPICAL

1 - TRANSFER CASE

2 - TRANSFER CASE SHIFT CABLE

3 - TRANSMISSION SHIFT CABLE

4 - AUTOMATIC TRANSMISSION

5 - TRANSFER CASE SHIFT CABLE BRACKET

1. Shift transmission into PARK.

2. Raise vehicle.
3. Remove the shift cable eyelet from the transmission manual shift lever .
4. Remove shift cable from the cable support bracket.
 Fig. 284: TRANSMISSION SHIFT CABLE AT SHIFTER

1 - SHIFTER ASSEMBLY

2 - GEARSHIFT CABLE

3 - BTSI CABLE

5. Lower vehicle.
6. Remove necessary console parts for access to shift lever assembly and shift cable.
7. Disconnect cable at shift lever and shifter assembly bracket.
8. Remove the nuts holding the shift cable seal plate to the floor pan.

Fig. 285: TRANSMISSION SHIFTER ASSEMBLY

1 - SHIFTER ASSEMBLY

2 - GEARSHIFT CABLE

3 - PARK-INTERLOCK CABLE

4 - SHIFT CABLE SEAL PLATE

5 - FLOOR PAN

9. Pull cable through floor panel opening.

10. Remove shift cable from vehicle.

Installation

INSTALLATION
Fig. 286: TRANSMISSION SHIFTER ASSEMBLY

1 - SHIFTER ASSEMBLY

2 - GEARSHIFT CABLE

3 - PARK-INTERLOCK CABLE

4 - SHIFT CABLE SEAL PLATE

5 - FLOOR PAN

1. Install the shift cable to the shifter assembly bracket. Push cable into the bracket until secure.
2. Place the floor shifter lever in PARK position.
3. Loosen the adjustment screw on the shift cable.
4. Snap the shift cable onto the shift lever pin.

Fig. 287: TRANSMISSION SHIFT CABLE AT SHIFTER

1 - SHIFTER ASSEMBLY

2 - GEARSHIFT CABLE

3 - BTSI CABLE

5. Raise the vehicle.

6. Install the shift cable to the shift cable support bracket.
7. Shift the transmission into PARK. PARK is the rearmost detent position on the transmission manual shift lever.
8. Snap the shift cable onto the transmission manual shift lever.
 Fig. 288: REMOVE/INSTALL SHIFT CABLES - TYPICAL

1 - TRANSFER CASE

2 - TRANSFER CASE SHIFT CABLE

3 - TRANSMISSION SHIFT CABLE

4 - AUTOMATIC TRANSMISSION

5 - TRANSFER CASE SHIFT CABLE BRACKET

9. Lower vehicle.
10. Shift the transmission into PARK. PARK is the rearmost detent position on the transmission manual shift lever. Rotate the rear prop
shaft until locks.
11. Tighten the adjustment screw to 7 N.m (65 in. lbs.).
12. Verify correct shifter operation.
13. Install any console parts removed for access to shift lever assembly and shift cable.

Adjustments

ADJUSTMENTS
Check adjustment by starting the engine in PARK and NEUTRAL. Adjustment is CORRECT if the engine starts only in these positions.
Adjustment is INCORRECT if the engine starts in one but not both positions. If the engine starts in any position other than PARK or
NEUTRAL, or if the engine will not start at all, the TRS may be faulty.
Gearshift Adjustment Procedure

1. Shift transmission into PARK.

2. Remove floor console as necessary for access to the shift cable adjustment.
3. Loosen the shift cable adjustment screw.

Fig. 289: TRANSMISSION SHIFT CABLE AT SHIFTER

1 - SHIFTER ASSEMBLY

2 - GEARSHIFT CABLE
 3 - BTSI CABLE

4. Raise vehicle.
5. Unsnap cable eyelet from transmission shift lever.
6. Verify transmission shift lever is in PARK detent by moving lever fully rearward. Last rearward detent is PARK position.
7. Verify positive engagement of transmission park lock by attempting to rotate propeller shaft. Shaft will not rotate when park lock is
engaged.
8. Snap cable eyelet onto transmission shift lever.
9. Lower vehicle
10. Tighten the shift cable adjustment screw to 7 N.m (65 in. lbs.).
11. Verify correct operation.
12. Install any floor console components removed for access.

DRIVING CLUTCHES

Description

DESCRIPTION

Fig. 290: Input Clutch Assembly

1 - INPUT SHAFT

2 - UNDERDRIVE CLUTCH

3 - OVERDRIVE CLUTCH

4 - REVERSE CLUTCH

5 - OVERDRIVE SHAFT

6 - UNDERDRIVE SHAFT

Three hydraulically applied input clutches are used to drive planetary components. The underdrive (2), overdrive (3), and reverse (4)
clutches are considered input/driving clutches and are contained within the input clutch assembly . The input clutch assembly also
contains:
Input shaft.
Input hub.
Clutch retainer.
Underdrive piston.
Overdrive/reverse piston.
Overdrive hub.
Underdrive hub.

Operation
OPERATION
The three input clutches are responsible for driving different components of the planetary geartrain.

NOTE: See Transmission and Transfer Case/Automatic - 42RLE - Diagnosis and Testing for a collective view of which clutch
elements are applied at each position of the selector lever.

UNDERDRIVE CLUTCH
The underdrive clutch is hydraulically applied in first, second, and third (direct) gears by pressurized fluid against the underdrive piston.
When the underdrive clutch is applied, the underdrive hub drives the rear sun gear.
OVERDRIVE CLUTCH
The overdrive clutch is hydraulically applied in third (direct) and overdrive gears by pressurized fluid against the overdrive/reverse piston.
When the overdrive clutch is applied, the overdrive hub drives the front planet carrier.
REVERSE CLUTCH
The reverse clutch is hydraulically applied in reverse gear only by pressurized fluid against the overdrive/reverse piston. When the reverse
clutch is applied, the front sun gear assembly is driven.

FLUID and FILTER

Diagnosis and Testing

CAUSES OF BURNT FLUID

Burnt, discolored fluid is a result of overheating which has two primary causes.

1. A result of restricted fluid flow through the main and auxiliary cooler. This condition is usually the result of a damaged main cooler,
or severe restrictions in the coolers and lines caused by debris or kinked lines.
2. Heavy duty operation with a vehicle not properly equipped for this type of operation. Trailer towing or similar high load operation will
overheat the transmission fluid if the vehicle is improperly equipped. Such vehicles should have an auxiliary transmission fluid
cooler, a heavy duty cooling system, and the engine/axle ratio combination needed to handle heavy loads.

EFFECTS OF INCORRECT FLUID LEVEL

A low fluid level allows the pump to take in air along with the fluid. Air in the fluid will cause fluid pressures to be low and develop slower
than normal. If the transmission is overfilled, the gears churn the fluid into foam. This aerates the fluid and causing the same conditions
occurring with a low level. In either case, air bubbles cause fluid overheating, oxidation, and varnish buildup which interferes with valve and
clutch operation. Foaming also causes fluid expansion which can result in fluid overflow from the transmission vent or fill tube. Fluid
overflow can easily be mistaken for a leak if inspection is not careful.

FLUID CONTAMINATION
Transmission fluid contamination is generally a result of:
adding incorrect fluid.
failure to clean dipstick and fill tube when checking level.
engine coolant entering the fluid.
internal failure that generates debris.
overheat that generates sludge (fluid breakdown).
failure to replace contaminated converter after repair.

The use of non-recommended fluids can result in transmission failure. The usual results are erratic shifts, slippage, abnormal wear and
eventual failure due to fluid breakdown and sludge formation. Avoid this condition by using recommended fluids only.
The dipstick cap and fill tube should be wiped clean before checking fluid level. Dirt, grease and other foreign material on the cap and tube
could fall into the tube if not removed beforehand. Take the time to wipe the cap and tube clean before withdrawing the dipstick.
Engine coolant in the transmission fluid is generally caused by a cooler malfunction. The only remedy is to replace the radiator as the
cooler in the radiator is not a serviceable part. If coolant has circulated through the transmission, an overhaul is necessary.
The torque converter should be replaced whenever a failure generates sludge and debris. This is necessary because normal converter
flushing procedures will not remove all contaminants.

Standard Procedure

FLUID/FILTER SERVICE

NOTE: Only fluids of the type labeled Mopar® ATF+4, Automatic Transmission Fluid, should be used in the transmission sump. A
filter change should be made at the time of the transmission oil change. The magnet (on the inside of the oil pan) should
also be cleaned with a clean, dry cloth.
 NOTE: If the transmission is disassembled for any reason, the fluid and filter should be changed.

1. Raise vehicle on a hoist. Place a drain container with a large opening, under transmission oil pan.

Fig. 291: Pan Fastener

1 - FRONT DRIVESHAFT

2 - PRESSURE PORTS

3 - TRANSMISSION CASE

4 - TRANSMISSION OIL PAN

5 - SECOND TRANSMISSION OIL PAN BOLT ON LEFT SIDE

6 - FIRST TRANSMISSION OIL PAN BOLT

NOTE: One of the oil pan bolts (5) has a sealing patch applied from the factory. Separate this bolt for reuse.

2. Loosen pan bolts and tap the pan at one corner to break it loose allowing fluid to drain, then remove the oil pan.
3. Install a new filter and o-ring on bottom of the valve body and tighten retaining screws to 5 N.m (45 in. lbs.).

NOTE: Before installing the oil pan bolt (5) in the bolt hole located between the torque converter clutch on and U/D clutch
pressure tap circuits , it will be necessary to replenish the sealing patch on the bolt using Mopar® Lock AND Seal
Adhesive.

4. Clean the oil pan and magnet. Reinstall pan using new Mopar® Silicone Adhesive sealant. Tighten oil pan bolts to 20 N.m (14.5 ft.
lbs.).
5. Pour four quarts of Mopar® ATF+4, Automatic Transmission Fluid, through the dipstick opening.
6. Start engine and allow to idle for at least one minute. Then, with parking and service brakes applied, move selector lever
momentarily to each position, ending in the park or neutral position.
7. Check the transmission fluid level and add an appropriate amount to bring the transmission fluid level to 3 mm (1/8 in.) below the
lowest mark on the dipstick.
8. Recheck the fluid level after the transmission has reached normal operating temperature, 82° C (180°F).
9. To prevent dirt from entering transmission, make certain that dipstick is fully seated into the dipstick opening.

FLUID LEVEL CHECK

1. Verify that the vehicle is parked on a level surface.

2. Remove the dipstick tube cap.

WARNING: There is a risk of accident from vehicle starting off by itself when engine running. There is a risk of injury from
contusions and burns if you insert your hands into the engine when it is started or when it is running. Secure
vehicle to prevent it from moving off by itself. Wear properly fastened and close-fitting work clothes. Do not touch
hot or rotating parts.
 3. Actuate the service brake. Start engine and let it run at idle speed in selector lever position "P".
4. Shift through the transmission modes several times with the vehicle stationary and the engine idling
5. Warm up the transmission, wait at least 2 minutes and check the oil level with the engine running. Push the Oil Dipstick 9336A into
transmission fill tube until the dipstick tip contacts the oil pan and pull out again, read off oil level, repeat if necessary.

NOTE: The dipstick protrudes from the fill tube when installed.

Fig. 292: TRANSMISSION FLUID GRAPH

6. Check transmission oil temperature using the appropriate scan tool.

NOTE: The true transmission oil temperature can only be read by a scan tool in Reverse or any forward gear position.

7. The transmission Oil Dipstick 9336A has indicator marks every 10 mm. Determine the height of the oil level on the dipstick and
using the height, the transmission temperature, and the Transmission Fluid Graph, determine if the transmission oil level is correct.
8. Add or remove oil as necessary and recheck the oil level.
9. Once the oil level is correct, install the dipstick tube cap.

TRANSMISSION FILL
To avoid overfilling transmission after a fluid change or overhaul, perform the following procedure:

1. Remove dipstick and insert clean funnel in transmission fill tube.

2. Add following initial quantity of Mopar® ATF +4, Automatic Transmission Fluid, to transmission:
a. If only fluid and filter were changed, add 6 pints (3 quarts) of ATF +4 to transmission.
b. If transmission was completely overhauled, or torque converter was replaced or drained, add 10 pints (5 quarts) of ATF +4 to
transmission.
3. Apply parking brakes.
4. Start and run engine at normal curb idle speed.
5. Apply service brakes, shift transmission through all gear ranges then back to NEUTRAL, set parking brake, and leave engine running
at curb idle speed.
6. Remove funnel, insert dipstick and check fluid level. If level is low, add fluid to bring level to MIN mark on dipstick. Check to see if
the oil level is equal on both sides of the dipstick. If one side is noticeable higher than the other, the dipstick has picked up some oil
from the dipstick tube. Allow the oil to drain down the dipstick tube and recheck.
7. Drive vehicle until transmission fluid is at normal operating temperature.
8. With the engine running at curb idle speed, the gear selector in NEUTRAL, and the parking brake applied, check the transmission
fluid level.

CAUTION: Do not overfill transmission, fluid foaming and shifting problems can result.

9. Add fluid to bring level up to MAX arrow mark.

When fluid level is correct, shut engine off, release park brake, remove funnel, and install dipstick in fill tube.
GEARTRAIN, Planetary

Description

DESCRIPTION

Fig. 293: Planetary Geartrain

1 - FRONT SUN GEAR ASSEMBLY

2 - #6 THRUST BEARING

3 - #7 THRUST BEARING

4 - REAR CARRIER FRONT ANNULUS ASSEMBLY

5 - REAR SUN GEAR

6 - FRONT CARRIER REAR ANNULUS ASSEMBLY

The planetary geartrain is located between the input clutch assembly and the rear of the transmission case. The planetary geartrain
consists of two sun gears, two planetary carriers, two annulus (ring) gears, and one output shaft .

Operation

OPERATION
The planetary geartrain utilizes two planetary gear sets that connect the transmission input shaft to the output shaft. Input and holding
clutches drive or lock different planetary members to change output ratio or direction.

HOLDING CLUTCHES

Description

DESCRIPTION
 Fig. 294: 2/4 and Low/Reverse Clutches

1 - FRONT PLANET CARRIER/REAR ANNULUS

2 - 2/4 CLUTCH

3 - L/R CLUTCH

4 - REAR PLANET CARRIER/FRONT ANNULUS

5 - REAR SUN GEAR

6 - FRONT SUN GEAR ASSEMBLY

Two hydraulically applied multi-disc clutches are used to hold planetary geartrain components stationary while the input clutches drive
others. The 2/4 (2) and Low/Reverse (3) clutches are considered holding clutches and are contained at the rear of the transmission case .

Operation

OPERATION

NOTE: See Transmission and Transfer Case/Automatic - 42RLE - Diagnosis and Testing for a collective view of which clutch
elements are applied at each position of the selector lever.

2/4 CLUTCH
The 2/4 clutch is hydraulically applied in second and fourth gears by pressurized fluid against the 2/4 clutch piston. When the 2/4 clutch is
applied, the front sun gear assembly is held or grounded to the transmission case.
LOW/REVERSE CLUTCH
The Low/Reverse clutch is hydraulically applied in park, reverse, neutral, and first gears by pressurized fluid against the Low/Reverse clutch
piston. When the Low/Reverse clutch is applied, the front planet carrier/rear annulus assembly is held or grounded to the transmission
case.

MECHANISM, Brake Transmission Shift Interlock

Description

DESCRIPTION
" The Brake Transmission Shift Interlock (BTSI) system prevents the driver from shifting out of Park unless the service brake pedal is
actuated. This feature is intended to prevent unintended acceleration caused by pedal misapplication. The BTSI system is a ""Power to
Release"" shift mechanism. The system is mechanically locked in Park until power is applied to the solenoid contained within the shifter.
No brake interlock adjustment is required. In the event of a solenoid problem or power loss, the shifter cannot be moved from Park unless a
manual override is actuated. A BTSI override mechanism is provided with this shifter to allow the vehicle to be shifted out of PARK in the
event of an electrical failure.

Operation
OPERATION
The system locks mechanically the shifter into the PARK position. When the key is in the ON position (3) and the brake pedal is depressed,
at least one half inch, the shifter is unlocked and will move into any position.

BTSI Override
In the event of an electrical failure, the vehicle can be shifted out of PARK by using the following procedure:

1. "Turn the key to the ACC or ON position.

2. Using a small screwdriver remove the override cap from shifter bezel (right side of gate in D).
3. Insert in hole a key or screwdriver and depress.
4. While the override is depressed, move the shifter out of the PARK position.
5. Reinsert the override cap on shifter bezel.

Diagnosis and Testing

BRAKE TRANSMISSION SHIFT INTERLOCK

SYSTEM VERIFICATION

Fig. 295: Ignition Key/Switch Positions

1 - LOCK

2 - ACC

3 - ON

4 - START

1. Shifting out of PARK should not be possible when the key is removed, or in LOCK (1) or in ACC (2), regardless of the brake pedal
position.
2. Shifting out of PARK should not be possible while applying normal force on the shift lever and ignition key is in ON (3) position,
unless the foot brake pedal is depressed at least 1/2 inch.
3. Shifting between any gears, NEUTRAL or into PARK may be done without depressing foot brake pedal with ignition switch in ACC (2),
ON (3), or START (4) positions.

DIAGNOSTIC CHART

CONDITION POSSIBLE CAUSE CORRECTION

"Key in LOCK (1), or ACC (2) The park interlock Replace the shifter assembly (Refer to SHIFTER, TRANSMISSION
positions The shifter can move cable misadjusted or and readjust the park interlock cable (Refer to ADJUSTMENTS).
out of PARK without depressing not installed and shifter
the brake pedal" solenoid failure.

"Key in ON (3) position. The The shifter will not Replace the shifter assy (Refer SHIFTER, TRANSMISSION).
shifter can move out of PARK move out of PARK with
without depressing the brake the override activated "
pedal"

"Key in ON (3) position. The 1. Misadjusted Park 1.Readjust the park interlock cable. Refer to ADJUSTMENTS.
shifter cannot be moved out of Lock cable.
 CONDITION POSSIBLE CAUSE CORRECTION

"Key in LOCK (1), or ACC (2) The park interlock Replace the shifter assembly (Refer to SHIFTER, TRANSMISSION
positions The shifter can move cable misadjusted or and readjust the park interlock cable (Refer to ADJUSTMENTS).
out of PARK without depressing not installed and shifter
the brake pedal" solenoid failure.

PARK with the brake pedal

2. The shifter will move 2. If the shifter solenoid get powered with brake pedal depressed
depressed."
out of PARK with the than change the shifter assembly. If the shifter solenoid does not
override activated. get powered when brake pedal is depressed, verify the electrical
system."

PUMP, Transmission Oil

Description

DESCRIPTION

Fig. 296: Oil Pump Assembly

1 - PUMP HOUSING

2 - OUTER PUMP GEAR

3 - INNER PUMP GEAR

4 - REACTION SHAFT SUPPORT

5 - SEAL RINGS (4)

6 - REACTION SHAFT

7 - CRESCENT

The oil pump is located in the pump housing inside the bell housing of the transmission case. The oil pump assembly consists of an inner
(3) and outer (2) gear, a housing (1), and a cover that also serves as the reaction shaft support (6).

Operation

OPERATION
As the torque converter rotates, the converter hub rotates the inner and outer gears. As the gears rotate, the clearance between the gear
teeth increases in the crescent area, and creates a suction at the inlet side of the pump. This suction draws fluid through the pump inlet
from the oil pan. As the clearance between the gear teeth in the crescent area decreases, it forces pressurized fluid into the pump outlet
and to the valve body.

Disassembly

DISASSEMBLY
 Fig. 297: Reaction Shaft Support

1 - PUMP HOUSING

2 - REACTION SHAFT SUPPORT

3 - PUMP GEARS

1. Remove the reaction shaft support bolts.

2. Remove the reaction shaft support (2) from the pump housing (1).

Fig. 298: Oil Pump Assembly

1 - PUMP HOUSING

2 - OUTER PUMP GEAR

3 - INNER PUMP GEAR

4 - REACTION SHAFT SUPPORT

5 - SEAL RINGS (4)

6 - REACTION SHAFT

7 - CRESCENT

3. Remove the pump gears (2, 3) and check for wear and damage on pump housing (1) and gears (2, 3).

Cleaning

CLEANING
Clean pump and support components with solvent and dry them with compressed air.

Inspection

INSPECTION
 Fig. 299: Measure Outer Gear to Pocket

1 - OUTER GEAR

2 - POCKET

1. Reinstall the gears and check clearances.

2. Measure the clearance between the outer gear (1) and the pump pocket (2) . Clearance should be 0.089-0.202 mm (0.0035-0.0079
in.).
3. Measure clearance between outer gear and crescent. Clearance should be 0.060-0.298 mm (0.0023-0.0117 in.).
4. Measure clearance between inner gear and crescent. Clearance should be 0.093-0.385 mm (0.0036-0.0151 in.).

Fig. 300: SCOOTER BLOCK

1 - OIL PUMP HOUSING FLAT SURFACE

2 - SCOOTER BLOCK D-115-2A

3 - 9524 90° DIAL INDICATOR or C-3339A DIAL INDICATOR

4 - PUMP GEAR

5. Install the 9524 90° or the C-3339A Dial indicator (3) into the Scooter Block D-115-2A (2).
6. Zero the Dial Indicator (3) in the scooter block assembly on a flat surface (1) of the pump housing.
7. While applying slight downward pressure rotate the front of the scooter block side ways onto the outer gear (4).
8. Measure and record the gear height to the pump housing case clearance.
9. The clearance should be 0.020-0.046 mm (0.0008-0.0018 in.). If not replace the oil pump assembly.

Assembly

ASSEMBLY
 Fig. 301: Oil Pump Assembly

1 - PUMP HOUSING

2 - OUTER PUMP GEAR

3 - INNER PUMP GEAR

4 - REACTION SHAFT SUPPORT

5 - SEAL RINGS (4)

6 - REACTION SHAFT

7 - CRESCENT

1. Assemble oil pump as shown in illustration.

2. Install and torque reaction shaft support-to-oil pump housing bolts to 28 N.m (250 in. lbs.) torque.

RELAY, Transmission Control

Description

DESCRIPTION

NOTE: Due to different power control configurations, the Transmission Control Relay (if equipped) may be referred to as a PCM
relay.

The relay is supplied fused B+ voltage, energized by the TCM, and is used to supply power to the solenoid pack when the transmission is in
normal operating mode.

Operation

OPERATION

NOTE: Due to different power control configurations, the Transmission Control Relay (if equipped) may be referred to as a PCM
relay.

When the relay is "off", no power is supplied to the solenoid pack and the transmission is in "limp-in" mode. After a controller reset, the TCM
energizes the relay. Prior to this, the TCM verifies that the contacts are open by checking for no voltage at the switched battery terminals.
After this is verified, the voltage at the solenoid pack pressure switches is checked. After the relay is energized, the TCM monitors the
terminals to verify that the voltage is greater than 3 volts.

SEAL, Adapter Housing

Removal

REMOVAL
 1. Remove the transfer case. Refer to Transmission and Transfer Case/Transfer Case - Removal .
2. Using a screw mounted in a slide hammer, remove the adapter housing seal.

Installation

INSTALLATION

1. Install a new adapter housing seal with Universal Handle C-4171 and Seal Installer C-3860-A.
2. Install the transfer case. Refer to Transmission and Transfer Case/Transfer Case - Installation .

SEAL, Extension Housing

Removal

REMOVAL

Fig. 302: Removing Transmission Housing Yoke Seal

1 - SPECIAL TOOL C-3985-B

2 - SEAL

1. Raise vehicle.
2. Mark propeller shaft and axle yoke, or companion flange, for alignment reference.
3. Disconnect and remove propeller shaft.
4. Remove old seal with a generic seal remover (1) from overdrive extension housing.

Installation

INSTALLATION

Fig. 303: Installing Transmission Housing Seal

1 - SPECIAL TOOL C-3995-A OR C-3972-A

2 - SPECIAL TOOL C-4471

1. Place seal in position on overdrive housing.

2. Drive seal into overdrive housing with Seal Installer C-3995-A (1) .
3. Carefully guide propeller shaft slip yoke into housing and onto output shaft splines. Align marks made at removal and connect
propeller shaft to rear axle pinion yoke.

SEAL, Oil Pump

Removal
REMOVAL

1. Remove the transmission from the vehicle. See Transmission and Transfer Case/Automatic - 42RLE - Removal.
2. Remove the torque converter from the transmission bellhousing.
3. Use a screw mounted in a slide hammer to remove oil pump seal.

Installation

INSTALLATION

1. Clean and inspect oil pump seal seat. Then install seal using Seal Installer C-4193A.
2. Clean and inspect torque converter hub. If nicks, scratches or hub wear are found, torque converter replacement will be required.

CAUTION: If the torque converter is being replaced, apply a light coating of grease to the crankshaft pilot hole. Also inspect
the engine drive plate for cracks. If any cracks are found replace the drive plate. Do not attempt to repair a cracked
drive plate. Always use new torque converter to drive plate bolts.

3. Apply a light film of transmission oil to the torque converter hub and oil seal lips. Then install torque converter into transmission. Be
sure that the hub lugs mesh with the front pump lugs when installing.
4. Reinstall the transmission into the vehicle. See Transmission and Transfer Case/Automatic - 42RLE - Installation.

SENSOR, Speed, Input

Description

DESCRIPTION

Fig. 304: Input and Output Speed Sensors and Transmission Range Sensor

1 - INPUT SPEED SENSOR

2 - OUTPUT SPEED SENSOR

3 - TRANSMISSION RANGE SENSOR

The Input (1) and Output (2) Speed Sensors are two-wire magnetic pickup devices that generate AC signals as rotation occurs. They are
mounted in the left side of the transmission case and are considered primary inputs to the Transmission Control Module (TCM).

Operation

OPERATION
The Input Speed Sensor provides information on how fast the input shaft is rotating. As the teeth of the input clutch hub pass by the sensor
coil, an AC voltage is generated and sent to the TCM. The TCM interprets this information as input shaft RPM.
The Output Speed Sensor generates an AC signal in a similar fashion, though its coil is excited by rotation of the rear planetary carrier lugs.
The TCM interprets this information as output shaft RPM.
The TCM compares the input and output speed signals to determine the following:
Transmission gear ratio
Speed ratio error detection
CVI calculation

The TCM also compares the input speed signal and the engine speed signal to determine the following:
Torque converter clutch slippage
 Torque converter element speed ratio

Removal

REMOVAL

Fig. 305: Input Speed Sensor

1 - INPUT SPEED SENSOR

2 - OUTPUT SPEED SENSOR

3 - TRANSMISSION RANGE SENSOR

1. Raise vehicle.
2. Place a suitable fluid catch pan under the transmission.
3. Remove the wiring connector from the input speed sensor .

NOTE: The speed sensor bolt has a sealing patch applied from the factory. Be sure to reuse the same bolt.

4. Remove the bolt holding the input speed sensor to the transmission case.
5. Remove the input speed sensor from the transmission case.

Installation

INSTALLATION

Fig. 306: Input Speed Sensor

1 - INPUT SPEED SENSOR

2 - OUTPUT SPEED SENSOR

3 - TRANSMISSION RANGE SENSOR

1. Install the input speed sensor (1) into the transmission case.

NOTE: Before installing the speed sensor bolt, it will be necessary to replenish the sealing patch on the bolt using
MOPAR® Lock AND Seal Adhesive.

2. Install the bolt to hold the input speed sensor into the transmission case. Tighten the bolt to 9 N.m (80 in. lbs.).
 3. Install the wiring connector onto the input speed sensor
4. Verify the transmission fluid level. Add fluid as necessary.
5. Lower vehicle.

SENSOR, Speed, Output

Description

DESCRIPTION

Fig. 307: Input and Output Speed Sensors and Transmission Range Sensor

1 - INPUT SPEED SENSOR

2 - OUTPUT SPEED SENSOR

3 - TRANSMISSION RANGE SENSOR

The Input (1) and Output (2) Speed Sensors are two-wire magnetic pickup devices that generate AC signals as rotation occurs. They are
mounted in the left side of the transmission case and are considered primary inputs to the Transmission Control Module (TCM).

Operation

OPERATION
The Input Speed Sensor provides information on how fast the input shaft is rotating. As the teeth of the input clutch hub pass by the sensor
coil, an AC voltage is generated and sent to the TCM. The TCM interprets this information as input shaft RPM.
The Output Speed Sensor generates an AC signal in a similar fashion, though its coil is excited by rotation of the rear planetary carrier lugs.
The TCM interprets this information as output shaft RPM.
The TCM compares the input and output speed signals to determine the following:
Transmission gear ratio
Speed ratio error detection
CVI calculation

The TCM also compares the input speed signal and the engine speed signal to determine the following:
Torque converter clutch slippage
Torque converter element speed ratio

Removal

REMOVAL
 Fig. 308: Input and Output Speed Sensors and Transmission Range Sensor

1 - INPUT SPEED SENSOR

2 - OUTPUT SPEED SENSOR

3 - TRANSMISSION RANGE SENSOR

1. Raise vehicle.
2. Place a suitable fluid catch pan under the transmission.
3. Remove the wiring connector from the output speed sensor (2) .

NOTE: The speed sensor bolt has a sealing patch applied from the factory. Be sure to reuse the same bolt.

4. Remove the bolt holding the output speed sensor to the transmission case.
5. Remove the output speed sensor (2) from the transmission case.

Installation

INSTALLATION

Fig. 309: Input and Output Speed Sensors and Transmission Range Sensor

1 - INPUT SPEED SENSOR

2 - OUTPUT SPEED SENSOR

3 - TRANSMISSION RANGE SENSOR

1. Install the output speed sensor (2) into the transmission case.

NOTE: Before installing the speed sensor bolt, it will be necessary to replenish the sealing patch on the bolt using
MOPAR® Lock AND Seal Adhesive.

2. Install the bolt to hold the output speed sensor into the transmission case. Tighten the bolt to 9 N.m (80 in. lbs.).
3. Install the wiring connector onto the output speed sensor
4. Verify the transmission fluid level. Add fluid as necessary.
5. Lower vehicle.

SENSOR, Transmission Oil Temperature

Description

DESCRIPTION

Fig. 310: Transmission Temperature Sensor

1 - TRANSMISSION RANGE SENSOR

2 - TEMPERATURE SENSOR

The transmission temperature sensor (2) is located in the transmission range sensor (1) and communicates transmission sump
temperature to the TCM.

Operation

OPERATION
The transmission range sensor (TRS) has an integrated thermistor that the TCM uses to monitor the transmission's sump temperature.
Since fluid temperature can affect transmission shift quality and convertor lock up, the TCM requires this information to determine which
shift schedule to operate in. The TCM also monitors this temperature data so it can energize the vehicle cooling fan(s) when a
transmission "overheat" condition exists. If the thermistor circuit fails, the TCM will revert to calculated oil temperature usage.
CALCULATED TEMPERATURE
A failure in the temperature sensor or circuit will result in calculated temperature being substituted for actual temperature. Calculated
temperature is a predicted fluid temperature which is calculated from a combination of inputs:
Battery (ambient) temperature
Engine coolant temperature
In-gear run time since start-up

SENSOR, Transmission Range

Description

DESCRIPTION

Fig. 311: Valve Body Assembly

 1 - SOLENOID/PRESSURE SWITCH ASSEMBLY

2 - TRS

3 - TRANSFER PLATE

4 - SEPARATOR PLATE

5 - VALVE BODY

The Transmission Range Sensor (TRS) (2) is mounted to the top of the valve body inside the transmission and can only be serviced by
removing the valve body assembly. The electrical connector extends through the transmission case.
The Transmission Range Sensor (TRS) has four switch contacts that monitor shift lever position and send the information to the PCM.

Operation

OPERATION
The Transmission Range Sensor (TRS) communicates shift lever position (SLP) to the TCM as a combination of open and closed switches.
Each shift lever position has an assigned combination of switch states (open/closed) that the TCM receives from four sense circuits. The
TCM interprets this information and determines the appropriate transmission gear position and shift schedule.
Since there are four switches, there are 16 possible combinations of open and closed switches (codes). Seven of these codes are related
to gear position and three are recognized as "between gear" codes. This results in six codes which should never occur. These are called
"invalid" codes. An invalid code will result in a DTC, and the TCM will then determine the shift lever position based on pressure switch data.
This allows reasonably normal transmission operation with a TRS failure.

TRS SWITCH STATES

SLP T42 T41 T3 T1

P CL CL CL OP

R CL OP OP OP

N CL CL OP CL

D OP OP OP CL

2 OP OP CL OP

1 CL OP CL CL

Removal

REMOVAL

Fig. 312: Manual Shaft Seal - Typical

1 - SEAL

2 - MANUAL SHAFT

1. Remove valve body assembly from vehicle. See Transmission and Transfer Case/Automatic - 42RLE/VALVE BODY - Removal.
 2. Remove the manual shaft seal (1) .

Fig. 313: Manual Shaft Retaining Screw

1 - SCREW

2 - TRS

3. Remove manual shaft/TRS retaining screw (1) .

4. Slide TRS off of manual valve shaft.

Installation

INSTALLATION

Fig. 314: Manual Shaft Retaining Screw

1 - SCREW

2 - TRS

1. Install the TRS (2) to the manual shaft. Make sure TRS locating pin rests in manual valve bore slot.
2. Install the TRS/manual shaft retaining screw (1) and torque to 5 N.m (45 in. lbs.) torque.
 Fig. 315: Manual Shaft Seal - Typical

1 - SEAL

2 - MANUAL SHAFT

3. Install the manual shaft seal (1) .

4. Install valve body to the transmission. See Transmission and Transfer Case/Automatic - 42RLE/VALVE BODY - Installation.

SENSOR, Variable Line Pressure

Description

DESCRIPTION

Fig. 316: Variable Line Pressure Components

1 - PRESSURE CONTROL SOLENOID

2 - LINE PRESSURE SENSOR

3 - SHOULDER SCREW

4 - VARIABLE LINE PRESSURE HEADER

5 - MANUAL SHAFT

6 - SCREWS

The line pressure sensor (2) is mounted on the top of the valve body, next to the pressure control solenoid (1).
The TCM utilizes a closed-loop system to control transmission line pressure. The system contains a variable force style solenoid, the
Pressure Control Solenoid. The solenoid is duty cycle controlled by the TCM to vent the unnecessary line pressure supplied by the oil pump
back to the sump. The system also contains a variable pressure style sensor, the Line Pressure Sensor, which is a direct input to the TCM.
The line pressure solenoid monitors the transmission line pressure and completes the feedback loop to the TCM. The TCM uses this
information to adjust its control of the pressure control solenoid to achieve the desired line pressure.
Operation

OPERATION
The TCM calculates the desired line pressure based upon inputs from the transmission and engine. The TCM calculates the torque input to
the transmission and uses that information as the primary input to the calculation. The line pressure is set to a predetermined value during
shifts and when the transmission is in the PARK and NEUTRAL positions. This is done to ensure consistent shift quality. During all other
operation, the actual line pressure is compared to the desired line pressure and adjustments are made to the pressure control solenoid duty
cycle.

Removal

REMOVAL

Fig. 317: Variable Line Pressure Components

1 - PRESSURE CONTROL SOLENOID

2 - LINE PRESSURE SENSOR

3 - SHOULDER SCREW

4 - VARIABLE LINE PRESSURE HEADER

5 - MANUAL SHAFT

6 - SCREWS

1. Remove the valve body from the transmission. See Transmission and Transfer Case/Automatic - 42RLE/VALVE BODY - Removal.
2. Remove the electrical connectors from the pressure control solenoid (1) and the line pressure sensor (2).
3. Remove the screws (6) holding the pressure control solenoid (1) and line pressure sensor (2) to the valve body.
4. Remove the pressure control solenoid and line pressure sensor from the valve body.

Installation

INSTALLATION
 Fig. 318: Variable Line Pressure Components

1 - PRESSURE CONTROL SOLENOID

2 - LINE PRESSURE SENSOR

3 - SHOULDER SCREW

4 - VARIABLE LINE PRESSURE HEADER

5 - MANUAL SHAFT

6 - SCREWS

1. Install the pressure control solenoid (1) and line pressure sensor (2) into the valve body.
2. Install the screws (6) to hold the pressure control solenoid (1) and line pressure sensor (2) to the valve body.
3. Install the electrical connectors to the pressure control solenoid (1) and the line pressure sensor (2).
4. Install the valve body into the transmission. See Transmission and Transfer Case/Automatic - 42RLE/VALVE BODY - Installation.

SHIFTER, Transmission

Description

DESCRIPTION
The automatic transmission is operated with the help of a shift lever assembly (SLA) located in the floor console. There are six positions to
which the selection lever can be shifted: Park, Reverse, Neutral, Drive, Manual Second, Manual Low. The selector lever positions ""P"", ""R"",
""N"" ""D"" ""2"" and ""1"" are transmitted by a shift cable to the selector shaft in the transmission, indication in cluster.
Park (P)
Reverse (R)
Neutral (N)
Drive (D)
Manual second (2)
Manual low (1)

The SLA is comprised of the following functions.

Key lock
Depending on the selector lever position, the ignition cylinder is locked/unlocked, i.e., the ignition key can be removed only if the selector
lever is in position "P", and the shift lever can be moved out of "P" only after the key has been turned clockwise from LOCK (1) position. A
park lock cable is used to perform this functions.
Park lock
The selector lever is not released from position "P" until the brake pedal has been applied and the ignition key is in ON (3) position. Shift
lock is controlled by the brake light switch in conjunction with a locking solenoid in the SLA. As soon as the brake pedal is applied, the
locking solenoid is energized and retracted to unlock the selector lever. If the selector lever cannot be moved out of position "P" due to a
malfunction, the shift lock function can be overridden.

Operation
OPERATION
MANUAL LOW (1) range provides first gear only. Overrun braking is also provided in this range. MANUAL SECOND (2) range provides first
and second gear only.
DRIVE range provides FIRST, SECOND THIRD and OVERDRIVE FOURTH gear ranges. The shift into OVERDRIVE FOURTH gear range occurs
only after the transmission has completed the shift into D THIRD gear range. No further movement of the shift mechanism is required to
complete the 3-4 shift.
The FOURTH gear upshift occurs automatically when the overdrive selector switch is in the ON position. No upshift to FOURTH gear will
occur if any of the following are true:
The transmission fluid temperature is below 10° C (50° F) or above 121° C (250° F).
The shift to THIRD is not yet complete.
Vehicle speed is too low for the 3-4 shift to occur.

Upshifts into FOURTH will be delayed when the transmission fluid temperature is below 4.5° C (40° F) or above 115.5° C (240° F).

Removal

REMOVAL

Fig. 319: SHIFT CABLES AT SHIFTER

1 - SHIFTER ASSEMBLY

2 - GEARSHIFT CABLE

3 - BTSI CABLE

1. Remove any necessary console parts for access to shift lever assembly and shifter cables
2. Shift transmission into PARK.
3. Disconnect the transmission shift cable at shift lever and shifter assembly bracket.
4. Verify the key is in LOCK (1) position and disconnect the park-interlock cable from the shifter lever and the shifter assembly bracket.
5. Disengage all wiring connectors from the shifter assembly.
6. Remove all nuts holding the shifter assembly to the floor pan.
7. Remove the shifter assembly from the vehicle.

Installation

INSTALLATION

1. Install shifter assembly onto the shifter assembly studs on the floor pan.
2. Install the nuts to hold the shifter assembly onto the floor pan. Tighten nuts to 9.6 Nm (85 in. lbs.).
3. Place the floor shifter lever in PARK position.
4. Loosen the adjustment screw on the gearshift cable.
5. Install the gearshift cable to the shift lever pin.
6. Install the park lock cable to the shift mechanism cam and the notch in the shifter assembly.
7. Verify that the key is in the LOCK (1) position and remains there until the cable is fully adjusted.
8. Verify that the park lock cable adjustment tab is pulled upward to the unlocked position.
 9. Install the wiring harness connectors to the shifter assembly.
10. Verify that the shift lever is in the PARK position.
11. Tighten the shift cable adjustment screw to 7 Nm (65 in. lbs.).
12. Verify that the key in the LOCK (1) position and the shifter is in PARK.
13. Push downward on the park lock cable adjustment tab to lock the adjustment.
14. Verify correct shifter, park lock, and BTSI operation
15. Install any console parts removed for access to shift lever assembly and shift cables.

SOLENOID, Pressure Control

Description

DESCRIPTION

Fig. 320: Variable Line Pressure Components

1 - PRESSURE CONTROL SOLENOID

2 - LINE PRESSURE SENSOR

3 - SHOULDER SCREW

4 - VARIABLE LINE PRESSURE HEADER

5 - MANUAL SHAFT

6 - SCREWS

The pressure control solenoid (1) is mounted on the top of the valve body, next to the line pressure sensor (2).
The TCM utilizes a closed-loop system to control transmission line pressure. The system contains a variable force style solenoid, the
Pressure Control Solenoid. The solenoid is duty cycle controlled by the TCM to vent the unnecessary line pressure supplied by the oil pump
back to the sump. The system also contains a variable pressure style sensor, the Line Pressure Sensor, which is a direct input to the TCM.
The line pressure solenoid monitors the transmission line pressure and completes the feedback loop to the TCM. The TCM uses this
information to adjust its control of the pressure control solenoid to achieve the desired line pressure.

Operation

OPERATION
The pressure control solenoid (PCS) is a variable force (VFS) style solenoid. A VFS solenoid is an electro-hydraulic actuator, combining a
solenoid and a regulating valve.
The transmission control module varies the current for the PCS, which varies the pressure in the line pressure hydraulic circuit. When the
current (duty cycle) of the PCS is low, the pressure in the circuit is higher. At 0 current (0% duty cycle), the pressure is at the maximum
value. Conversely, when the current is maximized (100% duty cycle), the pressure in the circuit is at the lowest possible value.

Removal

REMOVAL
 Fig. 321: Variable Line Pressure Components

1 - PRESSURE CONTROL SOLENOID

2 - LINE PRESSURE SENSOR

3 - SHOULDER SCREW

4 - VARIABLE LINE PRESSURE HEADER

5 - MANUAL SHAFT

6 - SCREWS

1. Remove the valve body from the transmission. See Transmission and Transfer Case/Automatic - 42RLE/VALVE BODY - Removal.
2. Remove the electrical connectors from the pressure control solenoid (1) and the line pressure sensor (2).
3. Remove the screws (6) holding the pressure control solenoid (1) and line pressure sensor (2) to the valve body.
4. Remove the pressure control solenoid and line pressure sensor from the valve body.

Installation

INSTALLATION

Fig. 322: Variable Line Pressure Components

1 - PRESSURE CONTROL SOLENOID

2 - LINE PRESSURE SENSOR

3 - SHOULDER SCREW

4 - VARIABLE LINE PRESSURE HEADER

 5 - MANUAL SHAFT

6 - SCREWS

1. Install the pressure control solenoid (1) and line pressure sensor (2) into the valve body.
2. Install the screws (6) to hold the pressure control solenoid (1) and line pressure sensor (2) to the valve body.
3. Install the electrical connectors to the pressure control solenoid (1) and the line pressure sensor (2).
4. Install the valve body into the transmission. See Transmission and Transfer Case/Automatic - 42RLE/VALVE BODY - Installation.

SWITCH, Overdrive Lockout, Tow and Haul

Description

DESCRIPTION
The TOW/HAUL (control) switch is located on the shifter bezel. The switch is a momentary contact device that signals the PCM to toggle
current status of the Tow/Haul function.

Operation

OPERATION
At key-on, fourth gear operation is allowed. Pressing the switch once causes the Tow/Haul mode to be entered and the Tow/Haul lamp to
be illuminated. Pressing the switch a second time causes normal operation to be restored and the Tow/Haul lamp to be turned off. The
normal mode get restored after the ignition switch is cycled OFF and ON.

TORQUE CONVERTER

Description

DESCRIPTION

Fig. 323: Torque Converter Assembly

1 - TURBINE

2 - IMPELLER

3 - HUB

4 - STATOR

5 - FRONT COVER

6 - CONVERTER CLUTCH DISC

7 - DRIVE PLATE
The torque converter is a hydraulic device that couples the engine crankshaft to the transmission. The torque converter consists of an
outer shell with an internal turbine (1), a stator (4), an overrunning clutch, an impeller (2) and an electronically applied converter clutch (6).
The converter clutch provides reduced engine speed and greater fuel economy when engaged. Clutch engagement also provides reduced
transmission fluid temperatures. The torque converter hub drives the transmission oil (fluid) pump.
The torque converter is a sealed, welded unit that is not repairable and is serviced as an assembly.

CAUTION: The torque converter must be replaced if a transmission failure resulted in large amounts of metal or fiber contamination
in the fluid.

IMPELLER

Fig. 324: Impeller

1 - ENGINE FLEXPLATE 4 - ENGINE ROTATION

2 - OIL FLOW FROM IMPELLER SECTION INTO TURBINE SECTION 5 - ENGINE ROTATION

3 - IMPELLER VANES AND COVER ARE INTEGRAL

The impeller is an integral part of the converter housing. The impeller consists of curved blades placed radially along the inside of the
housing on the transmission side of the converter. As the converter housing is rotated by the engine, so is the impeller, because they are
one and the same and are the driving members of the system.
TURBINE
 Fig. 325: Turbine

1 - TURBINE VANE 4 - PORTION OF TORQUE CONVERTER COVER

2 - ENGINE ROTATION 5 - ENGINE ROTATION

3 - INPUT SHAFT 6 - OIL FLOW WITHIN TURBINE SECTION

The turbine is the output, or driven, member of the converter. The turbine is mounted within the housing opposite the impeller, but is not
attached to the housing. The input shaft is inserted through the center of the impeller and splined into the turbine. The design of the turbine
is similar to the impeller, except the blades of the turbine are curved in the opposite direction.
STATOR

Fig. 326: Stator Location

1 - STATOR

2 - IMPELLER

3 - FLUID FLOW

4 - TURBINE

The stator assembly is mounted on a stationary shaft which is an integral part of the oil pump. The stator (1) is located between the
impeller (2) and the turbine (4) within the torque converter case.
 Fig. 327: Stator Components

1 - CAM (OUTER RACE)

2 - ROLLER

3 - SPRING

4 - INNER RACE

The stator contains an overrunning clutch (1-4) , which allows the stator to rotate only in a clockwise direction. When the stator is locked
against the overrunning clutch, the torque multiplication feature of the torque converter is operational.
TORQUE CONVERTER CLUTCH (TCC)

Fig. 328: Torque Converter Clutch (TCC)

1 - IMPELLER FRONT COVER

2 - THRUST WASHER ASSEMBLY

3 - IMPELLER

4 - STATOR

5 - TURBINE

6 - PISTON

7 - FRICTION DISC

The TCC was installed to improve the efficiency of the torque converter that is lost to the slippage of the fluid coupling. Although the fluid
coupling provides smooth, shock-free power transfer, it is natural for all fluid couplings to slip. If the impeller (3) and turbine (5) were
mechanically locked together, a zero slippage condition could be obtained. A hydraulic piston (6) with friction material (7) was added to the
turbine assembly (5) to provide this mechanical lock-up.
In order to reduce heat build-up in the transmission and buffer the powertrain against torsional vibrations, the TCM can duty cycle the L/R-
CC Solenoid to achieve a smooth application of the torque converter clutch. This function, referred to as Electronically Modulated
Converter Clutch (EMCC) can occur at various times depending on the following variables:
Shift lever position
Current gear range
 Transmission fluid temperature
Engine coolant temperature
Input speed
Throttle angle
Engine speed

Operation

OPERATION
The converter impeller (driving member), which is integral to the converter housing and bolted to the engine drive plate, rotates at engine
speed. The converter turbine (driven member), which reacts from fluid pressure generated by the impeller, rotates and turns the
transmission input shaft.

Fig. 329: Torque Converter Fluid Operation

1 - APPLY PRESSURE 3 - RELEASE PRESSURE

2 - THE PISTON MOVES SLIGHTLY FORWARD 4 - THE PISTON MOVES SLIGHTLY REARWARD

TURBINE
As the fluid that was put into motion by the impeller blades strikes the blades of the turbine, some of the energy and rotational force is
transferred into the turbine and the input shaft. This causes both of them (turbine and input shaft) to rotate in a clockwise direction
following the impeller. As the fluid is leaving the trailing edges of the turbine's blades it continues in a "hindering" direction back toward the
impeller. If the fluid is not redirected before it strikes the impeller, it will strike the impeller in such a direction that it would tend to slow it
down.
STATOR
Torque multiplication is achieved by locking the stator's overrunning clutch to its shaft . Under stall conditions (the turbine is stationary),
the oil leaving the turbine blades strikes the face of the stator blades and tries to rotate them in a counterclockwise direction. When this
happens the overrunning clutch of the stator locks and holds the stator from rotating. With the stator locked, the oil strikes the stator
blades and is redirected into a "helping" direction before it enters the impeller. This circulation of oil from impeller to turbine, turbine to
stator, and stator to impeller, can produce a maximum torque multiplication of about 2.4:1. As the turbine begins to match the speed of the
impeller, the fluid that was hitting the stator in such as way as to cause it to lock-up is no longer doing so. In this condition of operation, the
stator begins to free wheel and the converter acts as a fluid coupling.

Fig. 330: Stator Operation

1 - DIRECTION STATOR WILL FREE WHEEL DUE TO OIL PUSHING ON BACKSIDE OF VANES
 2 - FRONT OF ENGINE

3 - INCREASED ANGLE AS OIL STRIKES VANES

4 - DIRECTION STATOR IS LOCKED UP DUE TO OIL PUSHING AGAINST STATOR VANES

TORQUE CONVERTER CLUTCH (TCC)

The torque converter clutch is hydraulically applied and is released when fluid is vented from the hydraulic circuit by the torque converter
control (TCC) solenoid on the valve body. The torque converter clutch is controlled by the Powertrain Control Module (PCM). The torque
converter clutch engages in fourth gear, and in third gear under various conditions, such as when the O/D switch is OFF, when the vehicle is
cruising on a level surface after the vehicle has warmed up. The torque converter clutch will disengage momentarily when an increase in
engine load is sensed by the PCM, such as when the vehicle begins to go uphill or the throttle pressure is increased.

Removal

REMOVAL

1. Remove transmission and torque converter from vehicle.

2. Place a suitable drain pan under the converter housing end of the transmission.

CAUTION: Verify that transmission is secure on the lifting device or work surface, the center of gravity of the transmission will
shift when the torque converter is removed creating an unstable condition. The torque converter is a heavy unit.
Use caution when separating the torque converter from the transmission.

3. Pull the torque converter forward until the center hub clears the oil pump seal.
4. Separate the torque converter from the transmission.

Installation

INSTALLATION

NOTE: Check converter hub and drive notches for sharp edges, burrs, scratches, or nicks. Polish the hub and notches with
320/400 grit paper or crocus cloth if necessary. The hub must be smooth to avoid damaging the pump seal at installation.

Fig. 331: Checking Torque Converter Seating - Typical

1 - SCALE

2 - STRAIGHTEDGE

1. Lubricate oil pump seal lip with transmission fluid.

2. Place torque converter in position on transmission.

CAUTION: Do not damage oil pump seal or bushing while inserting torque converter into the front of the transmission.

3. Align torque converter to oil pump seal opening.

4. Insert torque converter hub into oil pump.
5. While pushing torque converter inward, rotate converter until converter is fully seated in the oil pump gears.
 6. Check converter seating with a scale (1) and straightedge (2) . Surface of converter lugs should be 1/2 in. to rear of straightedge
when converter is fully seated.
7. If necessary, temporarily secure converter with C-clamp attached to the converter housing.
8. Install the transmission in the vehicle.
9. Fill the transmission with the recommended fluid.

VALVE BODY

Description

DESCRIPTION

Fig. 332: Valve Body Assembly

1 - SOLENOID/PRESSURE SWITCH ASSEMBLY

2 - TRS

3 - TRANSFER PLATE

4 - SEPARATOR PLATE

5 - VALVE BODY

The valve body assembly consists of a cast aluminum valve body (5), separator plate (4), and transfer plate (3). The valve body contains
valves and check balls that control fluid delivery to the torque converter clutch, solenoid/pressure switch assembly, and frictional clutches.
Also mounted to the valve body assembly are the solenoid/pressure switch assembly and the transmission range sensor (2) .

Fig. 333: Valve Body - Exploded

1 - VALVE BODY

2 - T/C REGULATOR VALVE

 3 - L/R SWITCH VALVE

4 - CONVERTER CLUTCH CONTROL VALVE

5 - MANUAL VALVE

6 - CONVERTER CLUTCH SWITCH VALVE

7 - SOLENOID SWITCH VALVE

8 - REGULATOR VALVE

The valves contained within the valve body (1) include the following:
Regulator valve (8)
Solenoid switch valve (7)
Manual valve (5)
Converter clutch switch valve (6)
Converter clutch control valve (4)
Torque converter regulator valve (2)
Low/Reverse switch valve (3)

In addition, the valve body also contains the thermal valve, #2, 3, 4 AND 5 check balls and the 2/4 accumulator assembly.

Operation

OPERATION

NOTE: See Transmission and Transfer Case/Automatic - 42RLE - Schematics and Diagrams for a visual aid in determining valve
location, operation and design.

THERMAL VALVE

Fig. 334: Thermal Valve

1 - THERMAL VALVE

2 - U1 ORIFICE

3 - NUMBER 2 CHECK BALL

The thermal valve (1) is a bi-metallic shudder valve that helps control the venting rate of oil pressure in the underdrive clutch passage
during release of the clutch. When the oil temperature is approximately 20 degrees Fahrenheit or less, the valve is fully open to assist in
venting oil past the U1 orifice (2). At temperatures above 20 degrees, the valve starts to close and becomes fully closed at approximately
140 degrees. The thermal valve is located in the transfer plate of the valve body.
REGULATOR VALVE
 Fig. 335: Regulator Valve

1 - FROM OVERDRIVE CLUTCH CIRCUIT

2 - FROM MANUAL VALVE

3 - HYDRAULIC PRESSURE

4 - FILTER

5 - PUMP INLET

6 - PUMP OUTLET

7 - OIL PRESSURE REGULATED AT THIS POINT

8 - SPRING TENSION

9 - REGULATOR VALVE

10 - TORQUE CONVERTER CONTROL VALVE

The regulator valve (9) controls hydraulic pressure in the transmission. It receives unregulated pressure from the pump (6), which works
against spring tension (8) to maintain oil at specific pressures. A system of sleeves and ports allows the regulator valve to work at one of
three predetermined pressure levels. Regulated oil pressure is also referred to as "line pressure."
SOLENOID SWITCH VALVE

Fig. 336: Solenoid Switch Valve De-Energized

1 - 2/4 CLUTCH

2 - MANUAL VALVE
 3 - UD CLUTCH

4 - LR/CC SOLENOID DE-ENERGIZED

5 - MANUAL VALVE

6 - LINE PRESSURE

7 - CONVERTER CLUTCH SWITCH AND CONTROL VALVES

8 - LR CLUTCH

The solenoid switch valve controls line pressure from the LR/CC solenoid (4). In one position, it allows the low/reverse clutch to be
pressurized. In the other, it directs line pressure to the converter control and converter clutch valves (7).
MANUAL VALVE

Fig. 337: Manual Valve

1 - UD CLUTCH

2 - LR/CC CLUTCH

3 - REVERSE CLUTCH

4 - MANUAL VALVE

5 - REGULATOR VALVE

6 - REGULATOR VALVE

7 - CONVERTER CLUTCH CONTROL VALVE

8 - 2/4 CLUTCH

9 - 2/4 - L/R SOLENOID

10 - L/R CLUTCH

The manual valve (4) is operated by the mechanical shift linkage. Its primary responsibility is to send line pressure to the appropriate
hydraulic circuits and solenoids. The valve has three operating ranges or positions.
CONVERTER CLUTCH SWITCH VALVE

Fig. 338: Converter Clutch Switch Valve

1 - CONVERTER CLUTCH
 2 - TORQUE CONVERTER

3 - LR CLUTCH

4 - DRIBBLERS

5 - REGULATOR VALVE

6 - SOLENOID SWITCH VALVE

7 - CONVERTER CLUTCH CONTROL VALVE

8 - TORQUE CONVERTER REGULATOR VALVE

9 - CONVERTER CLUTCH CONTROL VALVE

10 - CONVERTER CLUTCH SWITCH VALVE

11 - BYPASS VALVE

12 - LUBE

13 - COOLER

The main responsibility of the converter clutch switch valve (10) is to control hydraulic pressure applied to the front (off) side of the
converter clutch piston. Line pressure from the regulator valve (5) is fed to the torque converter regulator valve (8). The pressure is then
directed to the converter clutch switch valve (10) and to the front side of the converter clutch piston. This pressure pushes the piston back
and disengages the converter clutch.
CONVERTER CLUTCH CONTROL VALVE

Fig. 339: Converter Clutch Control Valve

1 - CONVERTER CLUTCH

2 - TORQUE CONVERTER

3 - LR/CC SOLENOID

4 - FROM MANUAL VALVE

5 - CONVERTER CLUTCH CONTROL VALVE

6 - TORQUE CONVERTER REGULATOR VALVE

7 - CONVERTER CLUTCH SWITCH VALVE

8 - BYPASS VALVE

9 - COOLER

The converter clutch control valve (5) controls the back (on) side of the torque converter clutch (1). When the controller energizes or
modulates the LR/CC solenoid to apply the converter clutch piston, both the converter clutch control valve (5) and the converter control
valve move, allowing pressure to be applied to the back side of the clutch.
T/C REGULATOR VALVE
The torque converter regulator valve slightly regulates the flow of fluid to the torque converter.
LOW/REVERSE SWITCH VALVE
The low/reverse clutch is applied from different sources, depending on whether low (1st) gear or reverse is selected. The low/reverse
switch valve alternates positions depending on from which direction fluid pressure is applied. By design, when the valve is shifted by fluid
pressure from one channel, the opposing channel is blocked. The switch valve alienates the possibility of a sticking ball check, thus
providing consistent application of the low/reverse clutch under these operating conditions.

Removal

REMOVAL

NOTE: If valve body is being reconditioned or replaced, it is necessary to perform the Quick Learn Procedure. Refer to
Electrical/Electronic Control Modules/MODULE, Transmission Control - Standard Procedure .

Fig. 340: AUTOMATIC TRANSMISSION (3.7L)

1 - INPUT SPEED SENSOR

2 - OUTPUT SPEED SENSOR

3 - SHIFT MOTOR AND MODE SENSOR ASSEMBLY

4 - VARIABLE LINE PRESSURE CONNECTOR

5 - TRANSMISSION RANGE SENSOR

1. Disconnect the transmission range sensor (5) and solenoid/pressure switch assembly wiring connectors.
2. Disconnect the variable line pressure connector (4), if equipped.
3. Disconnect the shift cable from the shift lever (at the transmission).
4. Move the manual shift lever clockwise as far as it will go. This should be one position past the L position. Then remove the manual
shift lever.

Fig. 341: Remove Transmission Oil Pan Bolts

1 - TRANSMISSION OIL PAN

2 - BOLTS

NOTE: One of the oil pan bolts has a sealing patch applied from the factory. Separate this bolts for reuse.
5. Remove transmission pan bolts (2) .

Fig. 342: Remove/Install Transmission Oil Pan

1 - TRANSMISSION OIL PAN

6. Remove transmission oil pan (1) .

Fig. 343: Remove/Install Transmission Filter

1 - TRANSMISSION FILTER

7. Remove oil filter (1) from valve body. It is held in place by two screws.

Fig. 344: Removing/Installing Valve Body Bolts

1 - BOLTS

8. Remove valve body bolts-to-case (1) .

 Fig. 345: Removing/Installing Valve Body

1 - VALVE BODY

CAUTION: The overdrive and underdrive accumulators and springs may fall out when removing the valve body.

9. Carefully remove valve body assembly (1) from the transmission .

Disassembly

DISASSEMBLY

NOTE: If the valve body is being reconditioned or replaced, it is necessary to perform the Quick Learn Procedure using the scan
tool. Refer to Electrical/Electronic Control Modules/MODULE, Transmission Control - Standard Procedure .

Fig. 346: Variable Line Pressure Components

1 - PRESSURE CONTROL SOLENOID

2 - LINE PRESSURE SENSOR

3 - SHOULDER SCREW

4 - VARIABLE LINE PRESSURE HEADER

5 - MANUAL SHAFT

6 - SCREWS

1. Remove the electrical connectors from the pressure control solenoid (1) and the line pressure sensor (2).
2. Remove the screws (6) holding the pressure control solenoid (1) and line pressure sensor (2) to the valve body.
3. Remove the pressure control solenoid and line pressure sensor from the valve body.
4. Remove the shoulder screw (3) holding the variable line pressure header (4) to the valve body.
5. Remove the variable line pressure header from the manual shaft (5).
 Fig. 347: Manual Shaft Retaining Screw

1 - SCREW

2 - TRS

6. Remove manual shaft seal.

7. Remove manual shaft screw (1) .

Fig. 348: Manual Shaft/Rooster Comb and Transmission Range Sensor

1 - TRANSMISSION RANGE SENSOR

2 - MANUAL SHAFT

3 - ROOSTER COMB

8. Remove Transmission Range Sensor (TRS) (1) and manual shaft (2) .

Fig. 349: Solenoid Retaining Screws

1 - SOLENOID/PRESSURE SWITCH ASSEMBLY

2 - RETAINING SCREWS

9. Remove Solenoid/Pressure Switch Assembly (1) from valve body .

 Fig. 350: Remove/Install Stiffener Plate

1 - STIFFENER PLATE

10. Remove valve body stiffener plate (1) .

Fig. 351: Remove/Install Transfer Plate-to-Valve Body Screws

1 - SCREW (24)

2 - TRANSFER PLATE

11. Invert valve body assembly and remove transfer plate-to-valve body screws (1) .

Fig. 352: Remove/Install Transfer Plate to Valve Body

1 - TRANSFER PLATE

2 - VALVE BODY

12. Remove transfer/separator plate (1) from valve body (2).

 Fig. 353: Remove/Install Separator Plate-to-Transfer Plate Screws

1 - SEPARATOR PLATE

2 - SCREW (2)

3 - TRANSFER PLATE

13. Remove separator plate-to-transfer plate screws (2) .

Fig. 354: Remove/Install Separator Plate At Transfer Plate

1 - SEPARATOR PLATE

2 - TRANSFER PLATE

14. Remove separator plate (1) from transfer plate (2) .

Fig. 355: Remove/Install Oil Screen At Transfer Plate

1 - OIL SCREEN

15. Remove the oil screen (1) from the transfer plate .
 Fig. 356: Remove/Install Thermal Valve At Transfer Plate

1 - THERMAL VALVE

16. Remove thermal valve (1) from transfer plate.

Fig. 357: Check Ball Locations

1 - (#4) BALL CHECK LOCATION

2 - (#2) BALL CHECK LOCATION

3 - (#5) BALL CHECK LOCATION

4 - (#3) BALL CHECK LOCATION

17. Remove valve body check balls (1-4). Note their location for assembly ease.
 Fig. 358: 2/4 Accumulator Assembly

1 - VALVE BODY

2 - RETAINER PLATE

3 - DETENT SPRING

4 - RETURN SPRINGS

5 - PISTON

18. Remove 2/4 accumulator assembly (1-5) .

Fig. 359: Remove/Install Dual Retainer Plate using Tool 6301

1 - REMOVER/INSTALLER 6301

2 - RETAINER

19. Remove dual retainer plate (2) from valve body. Use Remover/Installer 6301 (1) to remove plate (2) .

Fig. 360: Remove Regulator Valve Spring Retainer using Tool 6302
 1 - TOOL 6302

2 - RETAINER

20. Remove regulator valve spring retainer (2) .

Fig. 361: Valve Retainer Location

1 - RETAINER

2 - RETAINER

21. Remove remaining retainers (1, 2) .

Fig. 362: Valve Body Assembly

1 - VALVE BODY

2 - T/C REGULATOR VALVE

3 - L/R SWITCH VALVE

4 - CONVERTER CLUTCH CONTROL VALVE

5 - MANUAL VALVE

6 - CONVERTER CLUTCH SWITCH VALVE

7 - SOLENOID SWITCH VALVE

8 - REGULATOR VALVE

22. Remove all valves and springs .

23. Cleanliness through entire disassembly and assembly of the valve body cannot be overemphasized. When disassembling, each part
should be washed in a suitable solvent, then dried by compressed air. Do not wipe parts with shop towels. All mating surfaces in the
valve body are accurately machined; therefore, careful handling of all parts must be exercised to avoid nicks or burrs.
Assembly

ASSEMBLY

NOTE: If the valve body assembly is being reconditioned or replaced, it is necessary to perform the Quick Learn Procedure using
the scan tool. Refer to Electrical/Electronic Control Modules/MODULE, Transmission Control - Standard Procedure .

Fig. 363: Valve Body Assembly

1 - VALVE BODY

2 - T/C REGULATOR VALVE

3 - L/R SWITCH VALVE

4 - CONVERTER CLUTCH CONTROL VALVE

5 - MANUAL VALVE

6 - CONVERTER CLUTCH SWITCH VALVE

7 - SOLENOID SWITCH VALVE

8 - REGULATOR VALVE

1. Install all valves and springs as shown in illustration .

Fig. 364: Install Regulator Valve Spring Retainer using Tool 6302

1 - TOOL 6302

2 - RETAINER

2. Using Remover/Installer l regulator valve spring retainer (2) .

 Fig. 365: Remove/Install Dual Retainer Plate using Tool 6301

1 - REMOVER/INSTALLER 6301

2 - RETAINER

3. Install dual retainer plate (2) using Remover/Installer 6301 (1) .

Fig. 366: Valve Retainer Location

1 - RETAINER

2 - RETAINER

4. Verify that all retainers (1, 2) are installed as shown in illustration . Retainers should be flush or below valve body surface.

Fig. 367: 2/4 Accumulator Assembly

1 - VALVE BODY

2 - RETAINER PLATE
 3 - DETENT SPRING

4 - RETURN SPRINGS

5 - PISTON

5. Install 2/4 Accumulator components (1-5) as shown in illustration . Torque 2/4 Accumulator retainer plate to 5 N.m (45 in. lbs.).

Fig. 368: Check Ball Locations

1 - (#4) BALL CHECK LOCATION

2 - (#2) BALL CHECK LOCATION

3 - (#5) BALL CHECK LOCATION

4 - (#3) BALL CHECK LOCATION

6. Install check balls into position as shown in illustration . If necessary, secure them with petrolatum or transmission assembly gel for
assembly ease.

Fig. 369: Remove/Install Thermal Valve At Transfer Plate

1 - THERMAL VALVE

7. Install thermal valve (1) to the transfer plate .

 Fig. 370: Remove/Install Oil Screen At Transfer Plate

1 - OIL SCREEN

8. Install the oil screen (1) to the transfer plate .

Fig. 371: Remove/Install Separator Plate At Transfer Plate

1 - SEPARATOR PLATE

2 - TRANSFER PLATE

9. Install separator plate (1) to transfer plate (2) .

Fig. 372: Remove/Install Separator Plate-to-Transfer Plate Screws

1 - SEPARATOR PLATE

2 - SCREW (2)

3 - TRANSFER PLATE

10. Install the two separator plate-to-transfer plate screws (2) .

 Fig. 373: Remove/Install Transfer Plate to Valve Body

1 - TRANSFER PLATE

2 - VALVE BODY

11. Install the transfer plate (1) to the valve body (2) .

Fig. 374: Remove/Install Transfer Plate-to-Valve Body Screws

1 - SCREW (24)

2 - TRANSFER PLATE

12. Install the transfer plate-to-valve body screws (1) and torque to 5 N.m (45 in. lbs.).

Fig. 375: Remove/Install Stiffener Plate

1 - STIFFENER PLATE

13. Install the stiffener plate (1) .

 Fig. 376: Solenoid Retaining Screws

1 - SOLENOID/PRESSURE SWITCH ASSEMBLY

2 - RETAINING SCREWS

14. Install the solenoid/pressure switch assembly (1) and screws to the transfer plate and torque to 5.5 N.m (50 in. lbs.).

Fig. 377: Manual Shaft/Rooster Comb and Transmission Range Sensor

1 - TRANSMISSION RANGE SENSOR

2 - MANUAL SHAFT

3 - ROOSTER COMB

15. Install the manual shaft/rooster comb (3) and transmission range sensor (1) to the valve body .

Fig. 378: Manual Shaft Retaining Screw

1 - SCREW

2 - TRS

16. Install the TRS/manual shaft retaining screw (1) and torque to 5 N.m (45 in. lbs.).
17. Install manual shaft seal.
 Fig. 379: Variable Line Pressure Components

1 - PRESSURE CONTROL SOLENOID

2 - LINE PRESSURE SENSOR

3 - SHOULDER SCREW

4 - VARIABLE LINE PRESSURE HEADER

5 - MANUAL SHAFT

6 - SCREWS

18. Install the variable line pressure header onto the manual shaft (5) .
19. Install the shoulder screw (3) to hold the variable line pressure header (4) to the valve body.
20. Install the pressure control solenoid and line pressure sensor into the valve body.
21. Install the screws (6) to hold the pressure control solenoid (1) and line pressure sensor (2) to the valve body.
22. Install the electrical connectors to the pressure control solenoid (1) and the line pressure sensor (2).

Installation

INSTALLATION

Fig. 380: Removing/Installing Valve Body Bolts

1 - BOLTS

1. Install valve body into position and start bolts (1). Torque valve body to transmission case bolts (1) to 12 N.m (105 in. lbs.) torque.
 Fig. 381: Remove/Install Transmission Filter

1 - TRANSMISSION FILTER

2. Install transmission oil filter (1) .

Fig. 382: Pan Fastener Location

1 - FRONT DRIVESHAFT

2 - PRESSURE PORTS

3 - TRANSMISSION CASE

4 - TRANSMISSION OIL PAN

5 - SECOND TRANSMISSION OIL PAN BOLT ON LEFT SIDE

6 - FIRST TRANSMISSION OIL PAN BOLT

NOTE: Before installing the oil pan bolt in the bolt hole (5) located between the torque converter clutch on and U/D clutch
pressure tap circuits, it will be necessary to replenish the sealing patch on the bolt using MOPAR® Lock AND Seal
Adhesive.

Fig. 383: Install Transmission Oil Pan Bolts

 1 - TRANSMISSION OIL PAN

2 - BOLTS

3. Make sure oil pan (1) and case rail are clean and dry. Install an 1/8" bead of RTV to the transmission oil pan and install to case.
Tighten bolts (2) to 20 N.m (14.5 ft. lbs.).

Fig. 384: AUTOMATIC TRANSMISSION (3.7L)

1 - INPUT SPEED SENSOR

2 - OUTPUT SPEED SENSOR

3 - SHIFT MOTOR AND MODE SENSOR ASSEMBLY

4 - VARIABLE LINE PRESSURE CONNECTOR

5 - TRANSMISSION RANGE SENSOR

4. Lower vehicle and connect the transmission range sensor (5) connector.
5. Connect solenoid/pressure switch assembly connector.
6. Connect the variable line pressure connector (4), if equipped.
7. Lower vehicle.
8. Fill transmission with ATF+4, Automatic Transmission Fluid. Verify proper fluid level. See Transmission and Transfer
Case/Automatic - 42RLE/FLUID and FILTER - Standard Procedure.

NOTE: If the valve body has been reconditioned or replaced, it is necessary to perform the Quick Learn Procedure. Refer to
Electrical/Electronic Control Modules/MODULE, Transmission Control - Standard Procedure .

Created/Modified Date: 2/16/2012 4:20:36 PM