Transmission and Transfer Case — part 2 of 6 — 1998 Jeep Grand Cherokee ZJ Export Service Manual
Pages 1429–1488 · 60 pages · 11 words repaired
(25) Thread two Pilot Stud Tools C-3288-B into bolt holes in oil pump bore flange (Fig. 124).
(26) Align and install oil pump gasket (Fig. 124).
Front Clutch Thrust Washer
(27) Install oil pump (Fig. 125). Align and position pump on pilot studs. Slide pump down studs and work it into front clutch hub and case by hand. Then install 2 or 3 pump bolts to hold pump in place. (28) Remove pilot stud tools and install remaining oil pump bolts. Tighten bolts alternately in diagonal pattern to 20 N·m (15 ft. lbs.).
(29) Measure and if necessary, correct input shaft end play as follows (Fig. 126):
(a) Attach dial indicator to converter housing. (b) Position indicator plunger against input shaft and zero indicator.
(c) Move input shaft in and out and record reading. End play should be 0.56 - 2.31 mm (0.022 -
0.091 in.). Proceed to next step if end play is not within specified limits.
(d) Intermediate shaft thrust washer (in hub of rear clutch retainer) controls end play. Washer is a select fit part and can be changed to adjust end play. If end play turns out to be incorrect, remove oil pump, and clutches. Then install thinner/ thicker thrust washer as necessary.
(30) Install accumulator piston and inner and outer springs (Fig. 127).
(31) Verify that valve body solenoid harness is secured in 3-4 accumulator housing cover plate.
(32) Install valve body as follows:
(a) Align and carefully insert park rod into pawl. Rod will make click noise as it enters pawl. Move rod slightly to check engagement.
(b) Align and seat valve body on case. Be sure manual lever shaft and overdrive connector are
fully seated in case. Also be sure valve body wiring is not pinched or kinked. (c) Install and start all valve body attaching bolts by hand. Then tighten bolts evenly, in a diagonal pattern to 12 N·m (105 in. lbs.) torque. Do not overtighten valve body bolts. This could result in distortion and cross leakage after installation..
CAUTION: It is possible for the park rod to displace into a cavity just above the pawl sprag during installation. Make sure the rod is actually engaged in the pawl and has not displaced into the cavity.
(33) Install new filter on valve body. Tighten filter screws to 4 N·m (35 in. lbs.).
(34) Adjust front and rear bands. (35) Install seal on park/neutral position switch (Fig. 128). Then install and tighten switch to 34 N·m (25 ft. lbs.).
(36) Install magnet in oil pan. Magnet goes on small protrusion at corner of pan.
(37)
Position new oil pan gasket on case and install oil pan. Tighten pan bolts to 17 N-m (13 ft. lbs.).
(38) Install new valve body manual shaft seal in case (Fig. 129). Lubricate seal lip and manual shaft with petroleum jelly. Start seal over shaft and into case. Seat seal with 15/16 inch, deep well socket.
(39) Install throttle valve and shift selector levers on valve body manual lever shaft.
OVERRUNNING CLUTCH CAM/OVERDRIVE PISTON RETAINER
DISASSEMBLY
NOTE:
TO SERVICE THE OVERRUNNING CLUTCH
TRANSMISSION GEARTRAIN AND OVERDRIVE UNIT
MUST BE REMOVED FROM THE TRANSMISSION.
(1) Remove the overdrive piston (Fig. 130). (2) Remove the overdrive piston retainer bolts. (3) Remove overdrive piston retainer. (4) Remove case gasket. (5) Mark the position of the overrunning clutch cam in the case (Fig. 131).
(6) Remove the overrunning clutch cam bolts. (7) Remove the overrunning clutch cam.
ASSEMBLY
(1) Examine bolt holes in overrunning clutch cam. Note that one hole is not threaded (Fig. 132). This hole must align with blank area in clutch cam bolt circle (Fig. 133). Mark hole location on clutch cam and blank area in case with grease pencil, paint stripe, or scribe mark for assembly reference.
(2) Mark location of non-threaded hole in clutch cam and blank area in bolt circle with grease pencil.
(3) Align and install overrunning clutch and cam in case (Fig. 134). Be sure cam is correctly installed. Bolt holes in cam are slightly countersunk on one side. Be sure this side of cam faces rearward (toward piston retainer).
Cam
Circle
(4) Verify that non-threaded hole in clutch cam is properly aligned. Check alignment by threading a bolt into each bolt hole. Adjust clutch cam position if necessary.
(5) Install and tighten overrunning clutch cam bolts to 17 N·m (13 ft. lbs.) torque. Note that clutch cam bolts are shorter than piston retainer bolts.
(6) Install new gasket at rear of transmission case. Use petroleum jelly to hold gasket in place. Be sure to align governor feed holes in gasket with feed passages in case (Fig. 135). Also install gasket before overdrive piston retainer. Center hole in gasket is smaller than retainer and cannot be installed over retainer.
(7) Position overdrive piston retainer on transmission case and align bolt holes in retainer, gasket and case (Fig. 136). Then install and tighten retainer bolts to 17 N·m (13 ft. lbs.) torque.
(8) Install new seals on over drive piston. (9) Stand transmission case upright on bellhousing.
(10) Position Guide Ring 8114-1 on outer edge of overdrive piston retainer.
(11) Position Seal Guide 8114-2 on inner edge of overdrive piston retainer.
(12) Install overdrive piston in overdrive piston retainer by: aligning locating lugs on overdrive piston to the two mating holes in retainer.
(a) Aligning locating lugs on overdrive piston to the two mating holes in retainer.
(b) Lubricate overdrive piston seals with Mopart Door Ease, or equivalent.
(c) Install piston over Seal Guide 8114–2 and inside Guide Ring 8114–1. (d) Push overdrive piston into position in retainer.
(e) Verify that the locating lugs entered the lug bores in the retainer.
NOTE: INSTALL THE REMAINING TRANSMISSION COMPONENTS AND OVERDRIVE UNIT.
FRONT SERVO PISTON
DISASSEMBLY
(1) Remove seal ring from rod guide (Fig. 137). (2) Remove small snap ring from servo piston rod. Then remove piston rod, spring and washer from piston.
(3) Remove and discard servo component O-ring and seal rings.
ASSEMBLY
Clean and inspect front servo components. (1) Lubricate new O-ring and seal rings with petroleum jelly and install them on piston, guide and rod.
(2) Install rod in piston. Install spring and washer on rod. Compress spring and install snap ring (Fig. 137).
(3) Set servo components aside for installation during transmission reassembly.
REAR SERVO PISTON
DISASSEMBLY
(1) Remove small snap ring and remove plug and spring from servo piston (Fig. 138).
(2) Remove and discard servo piston seal ring.
ASSEMBLY
(1) Lubricate piston and guide seals with petroleum jelly. Lubricate other servo parts with Mopart ATF Plus 3, Type 7176, transmission fluid.
(2) Install new seal ring on servo piston. (3) Assemble piston, plug, spring and new snap ring.
(4) Lubricate piston seal lip with petroleum jelly.
OIL PUMP AND REACTION SHAFT SUPPORT
DISASSEMBLY
(1) Remove seal ring from housing and reaction shaft support (Fig. 139).
(2) Mark pump housing and support assembly for alignment reference.
(3) Remove bolts attaching pump body to support (Fig. 140).
(4) Separate support from pump housing (Fig. 141).
(5) Remove inner and outer gears from reaction shaft support (Fig. 142).
(6) If pump seal was not removed during transmission disassembly, remove seal with punch and hammer.
(7) Remove front clutch thrust washer from support hub (Fig. 143).
Shaft Support
OIL PUMP BUSHING REPLACEMENT
(1) Remove pump bushing with Tool Handle C-4171 and Bushing Remover SP-3551 from Tool Set C-3887-J (Fig. 144).
(2) Install new pump bushing with Tool Handle C-4171 and Bushing Installer SP-5117 (Fig. 144). Bushing should be flush with pump housing bore.
(3) Stake new pump bushing in two places with blunt punch (Fig. 145). Remove burrs from stake points with knife blade afterward.
REACTION SHAFT SUPPORT BUSHING REMOVAL
(1) Assemble Bushing Remover Tools SP-1191, 3633 and 5324 (Fig. 146). Do not clamp any part of reaction shaft or support in vise.
(2) Hold Cup Tool SP-3633 firmly against reaction shaft and thread remover SP-5324 into bushing as far as possible by hand. Then thread remover tool 3-4 additional turns into bushing with a wrench.
(3) Turn remover tool hex nut down against remover cup to pull bushing from shaft. Clean all chips from shaft after bushing removal.
(4) Lightly grip old bushing in vise or with pliers and back remover tool out of bushing.
(5) Assemble Bushing Installer Tools C-4171 and SP-5325 (Fig. 146).
(6) Slide new bushing onto Installer Tool SP-5325. (7) Position reaction shaft support upright on a clean smooth surface.
(8) Align bushing in bore. Then tap bushing into place until Bushing Installer SP-5325 bottoms.
(9) Clean reaction shaft support thoroughly after installing bushing.
ASSEMBLY
(1) Lubricate gear bore in pump housing with transmission fluid.
(2) Lubricate pump gears with transmission fluid. (3) Support pump housing on wood blocks (Fig. 147).
(4) Install outer gear in pump housing (Fig. 147). Gear can be installed either way (it is not a one-way fit).
(5) Install pump inner gear (Fig. 148).
CAUTION: The pump inner gear is a one way fit. The bore on one side of the gear inside diameter (I.D.) is chamfered. Be sure the chamfered side faces forward (to front of pump).
(6) Install new thrust washer on hub of reaction shaft support. Lubricate washer with transmission fluid or petroleum jelly.
(7) If reaction shaft seal rings are being replaced, install new seal rings on support hub (Fig. 149). Lubricate seal rings with transmission fluid or petroleum jelly after installation. Squeeze each ring until ring ends are securely hooked together.
CAUTION: The reaction shaft support seal rings will break if overspread, or twisted. If new rings are being installed, spread them only enough for installation. Also be very sure the ring ends are securely hooked together after installation. Otherwise, the rings will either prevent pump installation, or break during installation.
(8) Install reaction shaft support on pump housing (Fig. 150).
(9) Align reaction support on pump housing. Use alignment marks made at disassembly. Or, rotate
Pump Housing
support until bolt holes in support and pump housing are all aligned (holes are offset for one-way fit).
(10) Install all bolts that attach support to pump housing. Then tighten bolts finger tight.
(11) Tighten support-to-pump bolts to required torque as follows:
(a) Reverse pump assembly and install it in transmission case. Position pump so bolts are facing out and are accessible. (b) Secure pump assembly in case with 2 or 3 bolts, or with pilot studs.
(c) Tighten support-to-pump bolts to 20 N·m (15 ft. lbs.).
(d)
Remove pump assembly from transmission
CaSe.
(12) Install new oil seal in pump with Special Tool C-4193 and Tool Handle C-4171 (Fig. 151). Be sure seal lip faces inward.
(13) Install new seal ring around pump housing. Be sure seal is properly seated in groove.
(14) Lubricate lip of pump oil seal and O-ring seal with transmission fluid.
FRONT CLUTCH
NOTE:
The 42RE transmission uses four plates and sil dices for the front clutch. The front clutch retaine:
is not interchangeable between these transmissions.
DISASSEMBLY
(1) Remove waved snap ring and remove pressure plate, clutch plates and clutch discs (Fig. 152).
(2) Compress clutch piston spring with Compressor Tool C-3575-A (Fig. 153). Be sure legs of tool are seated squarely on spring retainer before compressing spring. (3) Remove retainer snap ring and remove compressor tool.
(4) Remove spring retainer and clutch spring. Note position of retainer on spring for assembly reference.
(5) Remove clutch piston from clutch retainer. Remove piston by rotating it up and out of retainer.
(6) Remove seals from clutch piston and clutch retainer hub. Discard both seals as they are not reusable.
ASSEMBLY
(1) Soak clutch discs in transmission fluid while assembling other clutch parts.
(2) Install new seals on piston and in hub of retainer. Be sure lip of each seal faces interior of clutch retainer.
(3) Lubricate lips of piston and retainer seals with liberal quantity of Mopart Door Ease. Then lubricate retainer hub, bore and piston with light coat of transmission fluid.
(4) Install clutch piston in retainer (Fig. 154). Use twisting motion to seat piston in bottom of retainer.
CAUTION: Never push the clutch piston straight in. This will fold the seals over causing leakage and clutch slip.
(5) Position spring in clutch piston (Fig. 155). (6) Position spring retainer on top of piston spring (Fig. 156). Make sure retainer is properly installed. Small raised tabs should be facing upward. Semicircular lugs on underside of retainer are for positioning retainer in spring.
Fig. 152 42RE Front Clutch Components
(7) Compress piston spring and retainer with Compressor Tool C-3575-A (Fig. 153). Then install new snap ring to secure spring retainer and spring.
(8) Install clutch plates and discs (Fig. 152). Install steel plate then disc until all plates and discs are installed. The front clutch uses 4 clutch discs and
plates in a 42RE transmission. In a 44RE transmission 5 discs and plates are used.
(9) Install pressure plate and waved snap ring (Fig. 152).
Front clutch clearance specifications for the 42RE and 44RE transmission are the same.
Clearance should be 1.70 to 3.40 mm (0.067 to 0.134 in.). If clearance is incorrect, clutch discs, plates, pressure plates and snap ring may have to be changed.
REAR CLUTCH
DISASSEMBLY
(1) Remove fiber thrust washer from forward side of clutch retainer.
(2) Remove input shaft front/rear seal rings. (3) Remove selective clutch pack snap ring (Fig. 157).
(4) Remove top pressure plate, clutch discs, steel plates, bottom pressure plate and wave snap ring and wave spring (Fig. 157).
(5) Remove clutch piston with rotating motion. (6) Remove and discard piston seals. (7) Remove input shaft snap-ring (Fig. 158). It may be necessary to press the input shaft in slightly to relieve tension on the snap-ring
(8) Press input shaft out of retainer with shop press and suitable size press tool. Use a suitably sized press tool to support the retainer as close to the input shaft as possible.
ASSEMBLY
(1) Soak clutch discs in transmission fluid while assembling other clutch parts.
(2) Install new seal rings on clutch retainer hub and input shaft if necessary (Fig. 159).
(a) Be sure clutch hub seal ring is fully seated in groove and is not twisted. (3) Lubricate splined end of input shaft and clutch retainer with transmission fluid. Then press input shaft into retainer. Use a suitably sized press tool to support retainer as close to input shaft as possible.
(4) Install input shaft snap-ring (Fig. 158). (5) Invert retainer and press input shaft in opposite direction until snap-ring is seated.
(6) Install new seals on clutch piston. Be sure lip of each seal faces interior of clutch retainer.
(7) Lubricate lip of piston seals with generous quantity of Mopart Door Ease. Then lubricate retainer hub and bore with light coat of transmission fluid.
(8) Install clutch piston in retainer. Use twisting motion to seat piston in bottom of retainer. A thin strip of plastic (about 0.0209 thick), can be used to guide seals into place if necessary.
CAUTION: Never push the clutch piston straight in. This will fold the seals over causing leakage and clutch slip. In addition, never use any type of metal tool to help ease the piston seals into place. Metal tools will cut, shave, or score the seals.
(9) Install piston spring in retainer and on top of piston (Fig. 162). Concave side of spring faces downward (toward piston).
(10) Install wave spring in retainer (Fig. 162). Be sure spring is completely seated in retainer groove.
(11) Install bottom pressure plate (Fig. 157). Ridged side of plate faces downward (toward piston) and flat side toward clutch pack.
(12) Install first clutch disc in retainer on top of bottom pressure plate. Then install a clutch plate followed by a clutch disc until entire clutch pack is installed (4 discs and 3 plates are required) (Fig. 157).
(13) Install top pressure plate. (14) Install selective snap ring. Be sure snap ring is fully seated in retainer groove. (15) Using a suitable gauge bar and dial indicator, measure clutch pack clearance (Fig. 163).
(a) Position gauge bar across the clutch drum with the dial indicator pointer on the pressure plate (Fig. 163).
(b) Using two small screw drivers, lift the pressure plate and release it.
(c) Zero the dial indicator. (d) Lift the pressure plate until it contacts the snap-ring and record the dial indicator reading. Clearance should be 0.64 - 1.14 mm (0.025 - 0.045 in.). If clearance is incorrect, steel plates, discs, selective snap ring and pressure plates may have to be changed.
The selective snap ring thicknesses are: • .107–.109 in. • .098–.100 in. • .095–.097 in. • .083–.085 in.
• .076–.078 in. • .071–.073 in. • .060–.062 in. (16) Coat rear clutch thrust washer with petroleum jelly and install washer over input shaft and into clutch retainer (Fig. 164). Use enough petroleum jelly to hold washer in place.
(17) Set rear clutch aside for installation during final assembly.
Ring Installation
PLANETARY GEARTRAIN/OUTPUT SHAFT
DISASSEMBLY
(1) Remove planetary snap ring (Fig. 165).
Retainer
(2) Remove front annulus and planetary assembly from driving shell (Fig. 165).
(3) Remove snap ring that retains front planetary gear in annulus gear (Fig. 166).
(4) Remove tabbed thrust washer and tabbed thrust plate from hub of front annulus (Fig. 167).
(5) Separate front annulus and planetary gears (Fig. 167).
(6) Remove front planetary gear front thrust washer from annulus gear hub.
(7) Separate and remove driving shell, rear planetary and rear annulus from output shaft (Fig. 168).
(8) Remove front planetary rear thrust washer from driving shell.
(9) Remove tabbed thrust washers from rear planetary gear.
(10) Remove lock ring that retains sun gear in driving shell. Then remove sun gear, spacer and thrust plates.
Removal
ASSEMBLY
(1) Lubricate output shaft and planetary components with transmission fluid. Use petroleum jelly to lubricate and hold thrust washers and plates in position.
(2) Assemble rear annulus gear and support if disassembled. Be sure support snap ring is seated and that shoulder-side of support faces rearward (Fig. 169).
(3) Install rear thrust washer on rear planetary gear. Use enough petroleum jelly to hold washer in place. Also be sure all four washer tabs are properly engaged in gear slots.
(4) Install rear annulus over and onto rear planetary gear (Fig. 169).
(5) Install assembled rear planetary and annulus gear on output shaft (Fig. 170). Verify that assembly is fully seated on shaft.
Disassembly
And Rear Annulus
(6) Install front thrust washer on rear planetary gear (Fig. 171). Use enough petroleum jelly to hold washer on gear. Be sure all four washer tabs are seated in slots.
(7) Install spacer on sun gear (Fig. 172). (8) Install thrust plate on sun gear (Fig. 173). Note that driving shell thrust plates are interchangeable. Use either plate on sun gear and at front/rear of shell.
(9) Hold sun gear in place and install thrust plate over sun gear at rear of driving shell (Fig. 174).
(10) Position wood block on bench and support sun gear on block (Fig. 175). This makes it easier to align and install sun gear lock ring. Keep wood block handy as it will also be used for geartrain end play check.
(11) Align rear thrust plate on driving shell and install sun gear lock ring. Be sure ring is fully seated in sun gear ring groove (Fig. 176).
Gear
Output Shaft
Washer
On Sun Gear
(12) Install assembled driving shell and sun gear on output shaft (Fig. 177).
(13) Install rear thrust washer on front planetary gear (Fig. 178). Use enough petroleum jelly to hold washer in place and be sure all four washer tabs are seated.
(14) Install front planetary gear on output shaft and in driving shell (Fig. 179).
(15) Install front thrust washer on front planetary gear. Use enough petroleum jelly to hold washer in place and be sure all four washer tabs are seated.
(16) Assemble front annulus gear and support, if necessary. Be sure support snap ring is seated.
(17) Install front annulus on front planetary (Fig. 179).
(18) Position thrust plate on front annulus gear support (Fig. 180). Note that plate has two tabs on it. These tabs fit in notches of annulus hub.
(19) Install thrust washer in front annulus (Fig. 181). Align flat on washer with flat on planetary hub. Also be sure washer tab is facing up.
Shell On Output Shaft
Planetary Gear
(20) Install front annulus snap ring (Fig. 182). Use snap ring pliers to avoid distorting ring during installation. Also be sure ring is fully seated. (21) Install planetary selective snap ring with snap ring pliers (Fig. 183). Be sure ring is fully seated.
(22) Turn planetary geartrain assembly over so driving shell is facing workbench. Then support geartrain on wood block positioned under forward end of output shaft. This allows geartrain components to move forward for accurate end play check.
(23) Check planetary geartrain end play with feeler gauge (Fig. 184). Gauge goes between shoulder on output shaft and end of rear annulus support.
(24) Geartrain end play should be 0.12 to 1.22 mm (0.005 to 0.048 in.). If end play is incorrect, snap ring (or thrust washers) may have to be replaced. Snap ring is available in three different thicknesses for adjustment purposes.
Gears
Support
OVERDRIVE UNIT
DISASSEMBLY
(1) Remove transmission speed sensor and O-ring seal from overdrive case (Fig. 185).
(2) Remove overdrive piston thrust bearing (Fig. 186).
OVERDRIVE PISTON DISASSEMBLY
(1) Remove overdrive piston thrust plate (Fig. 187). Retain thrust plate. It is a select fit part and may possibly be reused.
(2) Remove intermediate shaft spacer (Fig. 188). Retain spacer. It is a select fit part and may possibly be reused.
(3) Remove overdrive piston from retainer (Fig. 189).
OVERDRIVE CLUTCH PACK DISASSEMBLY
(1) Remove overdrive clutch pack wire retaining ring (Fig. 190).
(2) Remove overdrive clutch pack (Fig. 191).
NOTE: The 42RE transmission has three clutch discs and two clutch plates. The 44RE transmission has four clutch discs and three clutch plates.
Installation
(3) Note position of clutch pack components for assembly reference (Fig. 192).
OVERDRIVE GEARTRAIN DISASSEMBLY
(1) Remove overdrive clutch wave spring (Fig. 193).
Installation
Installation
Ring
(2) Remove overdrive clutch reaction snap ring (Fig. 194). Note that snap ring is located in same groove as wave spring.
(3) Remove Torx head screws that attach access cover and gasket to overdrive case (Fig. 195).
(4) Remove access cover and gasket (Fig. 196). (5) Expand output shaft bearing snap ring with expanding-type snap ring pliers. Then push output
Position
Installation
shaft forward to release shaft bearing from locating ring (Fig. 197).
(6) Lift gear case up and off geartrain assembly (Fig. 198).
Installation
(7) Remove snap ring that retains rear bearing on output shaft.
(8) Remove rear bearing from output shaft (Fig. 199).
DIRECT CLUTCH, HUB AND SPRING DISASSEMBLY
WARNING: THE NEXT STEP IN DISASSEMBLY INVOLVES COMPRESSING THE DIRECT CLUTCH SPRING. IT IS EXTREMELY IMPORTANT THAT PROPER EQUIPMENT BE USED TO COMPRESS THE SPRING AS SPRING FORCE IS APPROXI-
Assembly
MATELY 830 POUNDS. USE SPRING COMPRESSOR TOOL 6227-1 AND A HYDRAULIC SHOP PRESS WITH A MINIMUM RAM TRAVEL OF 5-6 INCHES. THE PRESS MUST ALSO HAVE A BED THAT CAN BE ADJUSTED UP OR DOWN AS REQUIRED. RELEASE CLUTCH SPRING TENSION SLOWLY AND COMPLETELY TO AVOID PERSONAL INJURY.
(1) Mount geartrain assembly in shop press (Fig. 200).
(2) Position Compressor Tool 6227-1 on clutch hub (Fig. 200). Support output shaft flange with steel press plates as shown and center assembly under press ram.
(3) Apply press pressure slowly. Compress hub and spring far enough to expose clutch hub retaining ring and relieve spring pressure on clutch pack snap ring (Fig. 200).
(4) Remove direct clutch pack snap ring (Fig. 201).
(5) Remove direct clutch hub retaining ring (Fig. 202).
(6) Release press load slowly and completely (Fig. 203).
(7) Remove Special Tool 6227-1. Then remove clutch pack from hub (Fig. 203).
Geartrain Disassembly
(1) Remove direct clutch hub and spring (Fig. 204). (2) Remove sun gear and spring plate. Then remove planetary thrust bearing and planetary gear (Fig. 205).
(3) Remove overrunning clutch assembly with expanding type snap ring pliers (Fig. 206). Insert pliers into clutch hub. Expand pliers to grip hub splines and remove clutch with counterclockwise, twisting motion.
(4) Remove thrust bearing from overrunning clutch hub.
(5) Remove overrunning clutch from hub. (6) Mark position of annulus gear and direct clutch drum for assembly alignment reference (Fig. 207). Use small center punch or scriber to make alignment marks.
(7) Remove direct clutch drum rear retaining ring (Fig. 208).
(8) Remove direct clutch drum outer retaining ring (Fig. 209).
(9) Mark annulus gear and output shaft for assembly alignment reference (Fig. 210). Use punch or scriber to mark gear and shaft.
(10) Remove snap ring that secures annulus gear on output shaft (Fig. 211). Use two screwdrivers to unseat and work snap ring out of groove as shown.
(11) Remove annulus gear from output shaft (Fig. 212). Use rawhide or plastic mallet to tap gear off shaft.
GEAR CASE AND PARK LOCK DISASSEMBLY
(1) Remove locating ring from gear case. (2) Remove park pawl shaft retaining bolt and remove shaft, pawl and spring.
(3) Remove reaction plug snap ring and remove reaction plug.
(4) Remove output shaft seal.
ASSEMBLY
GEARTRAIN AND DIRECT CLUTCH ASSEMBLY
(1) Soak direct clutch and overdrive clutch discs in Mopart ATF Plus 3, type 7176, transmission fluid. Allow discs to soak for 10-20 minutes.
Planetary Gear
Installation
Gear For Assembly Alignment
For Assembly Alignment
(2) Install new pilot bushing and clutch hub bushing in output shaft if necessary (Fig. 213). Lubricate bushings with petroleum jelly, or transmission fluid.
(3) Install annulus gear on output shaft, if removed. Then install annulus gear retaining snap ring (Fig. 214).
(4)
Align and install clutch drum on annulus gear
(Fig. 215). Be sure drum is engaged in annulus gear lugs.
Install clutch drum outer retaining ring (Fig.
(5)
215).
Installation
(6) Slide clutch drum forward and install inner retaining ring (Fig. 216).
(7) Install rear bearing and snap ring on output shaft (Fig. 217). Be sure locating ring groove in bearing is toward rear. (8) Install overrunning clutch on hub (Fig. 218).
clutch should seat in-amall recess ot edge of hub,
(9) Install thrust bearing on overrunning clutch hub. Use generous amount of petroleum jelly to hold bearing in place for installation. Bearing fits one way only. Be sure bearing is seated squarely against hub. Reinstall bearing if it does not seat squarely.
Installation
(10) Install overrunning clutch in output shaft (Fig. 219). Insert snap ring pliers in hub splines. Expand pliers to grip hub. Then install assembly with counterclockwise, twisting motion.
(11) Install planetary gear in annulus gear (Fig. 220). Be sure planetary pinions are fully seated in annulus gear before proceeding.
(12) Coat planetary thrust bearing and bearing contact surface of spring plate with generous amount of petroleum jelly. This will help hold bearing in place during installation.
(13) Install planetary thrust bearing on sun gear (Fig. 221). Slide bearing onto gear and seat it against spring plate as shown. Bearing fits one way only. If it does not seat squarely against spring plate, remove and reposition bearing.
(14) Install assembled sun gear, spring plate and thrust bearing (Fig. 222). Be sure sun gear and thrust bearing are fully seated before proceeding.
(15) Mount assembled output shaft, annulus gear, and clutch drum in shop press. Direct clutch spring, hub and clutch pack are easier to install with assembly mounted in press.
(16) Align splines in hubs of planetary gear and overrunning clutch with Alignment tool 6227-2 (Fig. 223). Insert tool through sun gear and into splines of both hubs. Be sure alignment tool is fully seated before proceeding.
(17) Install direct clutch spring (Fig. 224). Be sure spring is properly seated on spring plate.
NOTE: The 42RE transmission has 6 direct clutch discs and 5 clutch plates. The 44RE transmission has 8 direct clutch discs and 7 clutch plates.
(18) Assemble and install direct clutch pack on hub as follows:
(a) Assemble clutch pack components (Fig. 225) or (Fig. 226).
(b) Install direct clutch reaction plate on clutch hub first. Note that one side of reaction plate is counterbored. Be sure this side faces rearward. Splines at rear of hub are raised slightly. Counterbore in plate fits over raised splines. Plate should be flush with this end of hub (Fig. 227).
(c) Install first clutch disc followed by a steel plate until all discs and plates have been installed.
(d) Install pressure plate. This is last clutch pack item to be installed. Be sure plate is installed with shoulder side facing upward (Fig. 228). (19) Install clutch hub and clutch pack on direct clutch spring (Fig. 229). Be sure hub is started on sun gear splines before proceeding.
WARNING: THE NEXT STEP IN GEARTRAIN ASSEMBLY INVOLVES COMPRESSING THE DIRECT CLUTCH HUB AND SPRING. IT IS EXTREMELY IMPORTANT THAT PROPER EQUIPMENT BE USED TO COMPRESS THE SPRING AS SPRING FORCE IS APPROXIMATELY 830 POUNDS. USE COMPRES- SOR TOOL C-6227-1 AND A HYDRAULIC-TYPE SHOP PRESS WITH A MINIMUM RAM TRAVEL OF 6 INCHES. THE PRESS MUST ALSO HAVE A BED THAT CAN BE ADJUSTED UP OR DOWN AS REQUIRED. RELEASE CLUTCH SPRING TENSION SLOWLY AND COMPLETELY TO AVOID PERSONAL INJURY.
(20) Position Compressor Tool 6227-1 on clutch hub.
(21) Compress clutch hub and spring just enough to place tension on hub and hold it in place.
(22) Slowly compress clutch hub and spring. Compress spring and hub only enough to expose ring grooves for clutch pack snap ring and clutch hub retaining ring.
(23) Realign clutch pack on hub and seat clutch discs and plates in clutch drum.
(24) Install direct clutch pack snap ring (Fig. 230). Be very sure snap ring is fully seated in clutch drum ring groove.
(25) Install clutch hub retaining ring (Fig. 231). Be very sure retaining ring is fully seated in sun gear ring groove.
(26) Slowly release press ram, remove compressor tools and remove geartrain assembly.
GEAR CASE ASSEMBLY
(1) Position park pawl and spring in case and install park pawl shaft. Verify that end of spring with 90° bend is hooked to pawl and straight end of spring is seated against case.
(2) Install pawl shaft retaining bolt. Tighten bolt to 27 N·m (20 ft. lbs.) torque.
(3) Install park lock reaction plug. Note that plug has locating pin at rear (Fig. 232). Be sure pin is seated in hole in case before installing snap ring.
Fig. 226 44RE Direct Clutch Pack Components
(4) Install reaction plug snap-ring (Fig. 233). Compress snap ring only enough for installation; do not distort it.
(5) Install new seal in gear case. On 4x4 gear case, use Tool Handle C-4171 and Installer C-3860-A to seat seal in case. On 4 x 2 gear case, use same Handle C-4171 and Installer C-3995-A to seat seal in case.
(6) Verify that tab ends of rear bearing locating ring extend into access hole in gear case (Fig. 234).
(7) Support geartrain on Tool 6227-1 (Fig. 235). Be sure tool is securely seated in clutch hub.
(8) Install overdrive gear case on geartrain (Fig. 235).
(9) Expand front bearing locating ring with snap ring pliers (Fig. 236). Then slide case downward until locating ring locks in bearing groove and release snap ring.
(10) Install locating ring access cover and gasket in overdrive unit case (Fig. 237).
OVERDRIVE CLUTCH ASSEMBLY
(1) Install overdrive clutch reaction ring first. Reaction ring is flat with notched ends (Fig. 238).
(2) Install wave spring on top of reaction ring (Fig. 239). Reaction ring and wave ring both fit in same ring groove. Use screwdriver to seat each ring securely in groove. Also ensure that the ends of the two rings are offset from each other.
Position
NOTE: The 42RE transmission has 3 overdrive clutch discs and 2 plates. The 44RE transmission has 4 overdrive clutch discs and 3 plates
(3) Assemble overdrive clutch pack (Fig. 240). (4) Install overdrive clutch reaction plate first.
Installation
(5) Install first clutch disc followed by first clutch plate. Then install remaining clutch discs and plates in same order. (6) Install clutch pack pressure plate. (7) Install clutch pack wire-type retaining ring (Fig. 241).
INTERMEDIATE SHAFT SPACER SELECTION
(1) Place overdrive unit in vertical position. Mount it on blocks, or in workbench with appropriate size mounting hole cut into it. Be sure unit is facing upward for access to direct clutch hub. Also be sure output shaft is not loaded and internal components are moved rearward for accurate measurement.
Installation
(2) Determine correct thickness intermediate shaft spacer as follows:
(a) Insert Special Tool 6312 through sun gear, planetary gear and into pilot bushing in output shaft. Be sure tool bottoms against planetary shoulder.
(b) Position Gauge Tool 6311 across face of overdrive case (Fig. 242). Then position Dial Caliper C-4962 over gauge tool.
(c) Extend sliding scale of dial caliper downward through gauge tool slot until scale contacts end of Gauge Alignment Tool 6312. Lock scale in place.
Remove dial caliper tool and note distance measured (Fig. 242).
(d) Select proper thickness end play spacer from spacer chart based on distance measured (Fig. 243).
(e) Remove Gauge Alignment Tool 6312.
Selection
OD THRUST PLATE SELECTION
(1) Place overdrive unit in vertical position. Mount it on blocks, or in workbench with appropriate size mounting hole cut into it. Be sure unit is facing upward for access to direct clutch hub. Also be sure output shaft is not loaded and internal components are moved rearward for accurate measurement.
(2) Determine correct thickness overdrive piston thrust plate as follows:
(a) Position Gauge Tool 6311 across face of overdrive case. Then position Dial Caliper C-4962 over gauge tool (Fig. 244).
(b) Measure distance to clutch hub thrust bearing seat at four points 90° apart. Then average measurements by adding them and dividing by 4.
(c) Select and install required thrust plate from information in thrust plate chart (Fig. 245). (3) Leave Alignment Tool 6227-2 in place. Tool will keep planetary and clutch hub splines in alignment until overdrive unit is ready for installation on transmission.
(4) Transmission speed sensor can be installed at this time if desired. However, it is recommended that sensor not be installed until after overdrive unit is secured to transmission.
OVERDRIVE PISTON ASSEMBLY
(1) Install new seals on over drive piston. (2) Stand transmission case upright on bellhousing. (3) Position Guide Ring 8114-1 on outer edge of overdrive piston retainer.
(4) Position Seal Guide 8114-2 on inner edge of overdrive piston retainer.
(5) Install overdrive piston in overdrive piston retainer by: aligning locating lugs on overdrive piston to the two mating holes in retainer.
(a) Aligning locating lugs on overdrive piston to the two mating holes in retainer.
(b) Lubricate overdrive piston seals with Mopart Door Ease, or equivalent.
(c) Install piston over Seal Guide 8114–2 and inside Guide Ring 8114–1. (d) Push overdrive piston into position in retainer.
(e) Verify that the locating lugs entered the lug bores in the retainer. (6) Install intermediate shaft spacer on intermediate shaft.
(7) Install overdrive piston thrust plate on overdrive piston.
(8) Install overdrive piston thrust bearing on overdrive piston.
(9) Install transmission speed sensor and O-ring seal in overdrive case (Fig. 185).
CLEANING AND INSPECTION
VALVE Body
Clean the valve housings, valves, plugs, springs, and separator plates with a standard parts cleaning solution only. Do not use gasoline, kerosene, or any type of caustic solution.
Do not immerse any of the electrical components in cleaning solution. Clean the governor solenoid and sensor and the dual solenoid and harness assembly by wiping them off with dry shop towels only.
Dry all except the electrical parts with compressed air. Make sure all passages are clean and free from obstructions. Do not use rags or shop towels to dry or wipe off valve body components. Lint from these materials can stick to valve body parts, interfere with valve operation, and clog filters and fluid passages.
Wipe the governor pressure sensor and solenoid valve with dry, lint free shop towels only. The O-rings on the sensor and solenoid valve are the only serviceable components. Be sure the vent ports in the solenoid valve are open and not blocked by dirt or debris. Replace the valve and/or sensor only when DRB scan tool diagnosis indicates this is necessary. Or, if either part has sustained physical damage (dented, deformed, broken, etc.).
CAUTION: Do not turn the small screw at the end of the solenoid valve for any reason. Turning the screw in either direction will ruin solenoid calibration and result in solenoid failure. In addition, the filter on the solenoid valve is NOT serviceable. Do not try to remove the filter as this will damage the valve housing.
Inspect the throttle and manual valve levers and shafts. Do not attempt to straighten a bent shaft or correct a loose lever. Replace these components if worn, bent, loose or damaged in any way.
Inspect all of the valve body mating surfaces for scratches, nicks, burrs, or distortion. Use a straightedge to check surface flatness. Minor scratches may be removed with crocus cloth using only very light pressure.
Minor distortion of a valve body mating surface may be corrected by smoothing the surface with a sheet of crocus cloth. Position the crocus cloth on a surface plate, sheet of plate glass or equally flat surface. If distortion is severe or any surfaces are heavily scored, the valve body will have to be replaced.
CAUTION: Many of the valves and plugs, such as the throttle valve, shuttle valve plug, 1-2 shift valve and 1-2 governor plug, are made of coated aluminum. Aluminum components are identified by the dark color of the special coating applied to the surface (or by testing with a magnet). Do not sand aluminum valves or plugs under any circumstances. This practice could damage the special coating causing the valves/plugs to stick and bind.
Inspect the valves and plugs for scratches, burrs, nicks, or scores. Minor surface scratches on steel valves and plugs can be removed with crocus cloth but do not round off the edges of the valve or plug lands. Maintaining sharpness of these edges is vitally important. The edges prevent foreign matter from lodging between the valves and plugs and the bore.
Inspect all the valve and plug bores in the valve body. Use a penlight to view the bore interiors. Replace the valve body if any bores are distorted or scored. Inspect all of the valve body springs. The springs must be free of distortion, warpage or broken coils.
Check the two separator plates for distortion or damage of any kind. Inspect the upper housing, lower housing, 3-4 accumulator housing, and transfer plate carefully. Be sure all fluid passages are clean and clear. Check condition of the upper housing and transfer plate check balls as well. The check balls and ball seats must not be worn or damaged.
Trial fit each valve and plug in its bore to check freedom of operation. When clean and dry, the valves and plugs should drop freely into the bores.
Valve body bores do not change dimensionally with use. If the valve body functioned correctly when new, it will continue to operate properly after cleaning and inspection. It should not be necessary to replace a valve body assembly unless it is damaged in handling.
The only serviceable valve body components are listed below. The remaining valve body components are serviced only as part of a complete valve body assembly. Serviceable parts are:
• dual solenoid and harness assembly • solenoid gasket • solenoid case connector O-rings and shoulder bolt
• switch valve and spring • pressure adjusting screw and bracket assembly • throttle lever • manual lever and shaft seal • throttle lever shaft seal, washer, and E-clip • fluid filter and screws • detent ball and spring • valve body screws • governor pressure solenoid • governor pressure sensor and retaining clip • park lock rod and E-clip
TRANSMISSION
GENERAL INFORMATION
Inspect the transmission bushings during overhaul. Bushing condition is important as worn, scored bushings contribute to low pressures, clutch slip and accelerated wear of other components. However, do not replace bushings as a matter of course. Replace bushings only when they are actually worn, or scored.
Use recommended tools to replace bushings. The tools are sized and designed to remove, install, and seat bushings correctly. The bushing replacement tools are included in Bushing Tool Set C-3887-B.
Pre-sized service bushings are available for replacement purposes. Only the sun gear bushings are not serviced. Low cost of the sun gear assembly makes it easier to simply replace the gear and bushings as an assembly. Heli-Coil inserts can be used to repair damaged, stripped or worn threads in aluminum parts. These inserts are available from most automotive parts suppliers. Stainless steel inserts are recommended.
The use of crocus cloth is permissible where necessary, providing it is used carefully. When used on shafts, or valves, use extreme care to avoid rounding off sharp edges. Sharp edges are vital as they prevent foreign matter from getting between the valve and valve bore.
Do not reuse oil seals, gaskets, seal rings, or O-rings during overhaul. Replace these parts as a matter of course. Also do not reuse snap rings or E-clips that are bent or distorted. Replace these parts as well.
Lubricate transmission parts with Mopart ATF Plus, Type 7176, transmission fluid during overhaul and assembly. Use petroleum jelly, Mopart Door Ease, or Ru-Glyde to prelubricate seals, O-rings, and thrust washers. Petroleum jelly can also be used to hold parts in place during reassembly.
TRANSMISSION CASE CLEANING AND
INSPECTION
Clean the case in a solvent tank. Flush the case bores and fluid passages thoroughly with solvent. Dry the case and all fluid passages with compressed air. Be sure all solvent is removed from the case and that all fluid passages are clear.
NOTE: Do not use shop towels or rags to dry the case (or any other transmission component) unless they are made from lint-free materials. Lint will stick to case surfaces and transmission components and circulate throughout the transmission after assembly. A sufficient quantity of lint can block fluid passages and interfere with valve body operation.
Inspect the case for cracks, porous spots, worn bores, or damaged threads. Damaged threads can be repaired with Helicoil thread inserts. However, the case will have to be replaced if it exhibits any type of damage or wear.
Lubricate the front band adjusting screw threads with petroleum jelly and thread the screw part-way into the case. Be sure the screw turns freely.
OVERRUNNING CLUTCH/LOW-REVERSE DRUM/OVERDRIVE PISTON RETAINER
Clean the overrunning clutch assembly, clutch cam, low-reverse drum, and overdrive piston retainer in solvent. Dry them with compressed air after cleaning. Inspect condition of each clutch part after cleaning. Replace the overrunning clutch roller and spring assembly if any rollers or springs are worn or damaged, or if the roller cage is distorted, or damaged. Replace the cam if worn, cracked or damaged.
Replace the low-reverse drum if the clutch race, roller surface or inside diameter is scored, worn or damaged. Do not remove the clutch race from the low-reverse drum under any circumstances. Replace the drum and race as an assembly if either component is damaged.
Examine the overdrive piston retainer carefully for wear, cracks, scoring or other damage. Be sure the retainer hub is a snug fit in the case and drum. Replace the retainer if worn or damaged.
ACCUMULATOR
Inspect the accumulator piston and seal rings (Fig. 246). Replace the seal rings if worn or cut. Replace the piston if chipped or cracked.
Check condition of the accumulator inner and outer springs (Fig. 246). Replace the springs if the coils are cracked, distorted or collapsed.
FRONT SERVO
Clean the servo piston components with solvent and dry them with compressed air. Wipe the band clean with lint free shop towels.
Replace the front band if distorted, lining is burned, flaking off, or worn to the point where the grooves in the lining material are no longer visible.
Inspect the servo components. Replace the springs if collapsed, distorted or broken. Replace the guide, rod and piston if cracked, bent, or worn. Discard the servo snap ring if distorted or warped.
Check the servo piston bore for wear. If the bore is severely scored, or damaged, it will be necessary to replace the case.
Replace any servo component if doubt exists about condition. Do not reuse suspect parts.
REAR SERVO
Remove and discard the servo piston seal ring (Fig. 247). Then clean the servo components with solvent and dry with compressed air. Replace either spring if collapsed, distorted or broken. Replace the plug and piston if cracked, bent, or worn. Discard the servo snap rings and use a new ones at assembly.
OIL PUMP AND REACTION SHAFT SUPPORT
(1) Clean pump and support components with solvent and dry them with compressed air.
(2) Check condition of the seal rings and thrust washer on the reaction shaft support. The seal rings do not need to be replaced unless cracked, broken, or severely worn.
(3) Inspect the pump and support components. Replace the pump or support if the seal ring grooves or machined surfaces are worn, scored, pitted, or damaged. Replace the pump gears if pitted, worn chipped, or damaged.
(4) Inspect the pump bushing. Then check the reaction shaft support bushing. Replace either bushing only if heavily worn, scored or damaged. It is not necessary to replace the bushings unless they are actually damaged.
(5) Install the gears in the pump body and measure pump component clearances as follows:
(a) Clearance between outer gear and reaction shaft housing should be 0.010 to 0.063 mm (0.0004 to 0.0025 in.). Clearance between inner gear and reaction shaft housing should be 0.010 to 0.063 mm (0.0004 to 0.0025 in.). Both clearances can be measured at the same time by:
(I) Installing the pump gears in the pump housing.
(II) Position an appropriate piece of Plastigagey across both gears.
(III) Align the plastigage to a flat area on the reaction shaft housing.
(IV) Install the reaction shaft to the pump housing.
(V) Separate the reaction shaft housing from the pump housing and measure the Plastigagey following the instructions supplied with it. (b) Clearance between inner gear tooth and outer gear should be 0.08 to 0.19 mm (0.0035 to 0.0075 in.). Measure clearance with an appropriate feeler gauge.
(c) Clearance between outer gear and pump housing should also be 0.010 to 0.19 mm (0.0035 to 0.0075 in.). Measure clearance with an appropriate feeler gauge.
FRONT CLUTCH
Clean and inspect the front clutch components. Replace the clutch discs if warped, worn, scored, burned or charred, or if the facing is flaking off. Replace the steel plates if heavily scored, warped, or broken. Be sure the driving lugs on the plates are in good condition. The lugs must not be bent, cracked or damaged in any way.
Replace the clutch spring and spring retainer if either is distorted, warped or broken.
Check the lug grooves in the clutch retainer. The steel plates should slide freely in the slots. Replace the retainer if the grooves are worn or damaged.
Check action of the check ball in the retainer (Fig. 248). The ball must move freely and not stick.
NOTE: Inspect the clutch retainer bushings carefully (Fig. 249). The retainer bushings are NOT serviceable. It will be necessary to replace the retainer if either bushing is scored, or worn.
Inspect the piston and retainer seal surfaces for nicks or scratches. Minor scratches can be removed with crocus cloth. However, replace the piston and/or retainer if the seal surfaces are seriously scored.
Location
REAR CLUTCH
Clean the clutch components with solvent and dry them with compressed air. Do not use rags or shop towels to dry any of the clutch parts. Lint from such materials will adhere to component surfaces and could restrict or block fluid passages after assembly.
Replace the clutch discs if warped, worn, scored, burned/charred, the lugs are damaged, or if the facing is flaking off. Replace the top and bottom pressure plates if scored, warped, or cracked. Be sure the driving lugs on the pressure and clutch plates are also in good condition. The lugs must not be bent, cracked or damaged in any way.
Replace the piston spring and wave spring if either part is distorted, warped or broken.
Check the lug grooves in the clutch retainer. The clutch and pressure plates should slide freely in the slots. Replace the retainer if the grooves are worn or damaged. Also check action of the check balls in the retainer and piston. Each check ball must move freely and not stick.
Replace the retainer bushing if worn, scored, or doubt exists about bushing condition.
Inspect the piston and retainer seal surfaces for nicks or scratches. Minor scratches can be removed with crocus cloth. However, replace the piston and/or retainer if the seal surfaces are seriously scored.
Check condition of the fiber thrust washer and metal output shaft thrust washer. Replace either washer if worn or damaged.
Check condition of the seal rings on the input shaft and clutch retainer hub. Replace the seal rings only if worn, distorted, or damaged. The input shaft front seal ring is teflon with chamfered ends. The rear ring is metal with interlocking ends. Check the input shaft for wear, or damage. Replace the shaft if worn, scored or damaged in any way.
PLANETARY GEARTRAIN
Clean the planetary components in solvent and dry them with compressed air.
Check sun gear and driving shell condition. Replace the gear if damaged or if the bushings are scored or worn. The bushings are not serviceable. Replace the driving shell if worn, cracked or damaged.
Replace planetary gear sets if gears, pinion pins, or carrier are damaged in any way. Replace the annulus gears and supports if either component is worn or damaged.
Inspect the geartrain spacers, thrust plates, snap rings, and thrust washers. Replace any of these parts that are worn, distorted or damaged. Do not attempt to reuse these parts.
The planetary gear thrust washers are different sizes. The large diameter washers go on the front planetary and the smaller washers go on the rear planetary. All the washers have four locating tabs on them. These tabs fit in the holes or slots provided in each planetary gear.
Inspect the output shaft carefully. Pay particular attention to the machined bushing/bearing surfaces on the shaft and the governor valve shaft bore at the shaft rear.
Replace the output shaft if the machined surfaces are scored, pitted, or damaged in any way. Also replace the shaft if the splines are damaged, or exhibits cracks at any location (especially at the governor valve shaft bore).
The annulus gears can be removed from their supports if necessary. Just remove the snap rings and separate the two parts when replacement is necessary. In addition, the annulus gear bushings can be replaced if severely worn, or scored. However it is not necessary to replace the bushings if they only exhibit normal wear. Check bushing fit on the output shaft to be sure.
OVERDRIVE UNIT
Clean the geartrain and case components with solvent. Dry all parts except the bearings with compressed air. Allow bearings to air dry.
Do not use shop towels for wiping parts dry unless the towels are made from a lint-free material. A sufficient quantity of lint (from shop towels, cloths, rags, etc.) could plug the transmission filter and fluid passages.
Discard the old case gasket and seals. Do not attempt to salvage these parts. They are not reusable. Replace any of the overdrive unit snap rings if distorted or damaged.
Minor nicks or scratches on components can be smoothed with crocus cloth. However, do not attempt to reduce severe scoring on any components with abrasive materials. Replace severely scored components; do not try to salvage them.
Check condition of the park lock components and the overdrive case.
Replace the case if cracked, scored, or damaged. Replace the park lock pawl, plug, or spring if worn or damaged. Be sure the bullet at the end of the park lock rod is in good condition. Replace the rod if the bullet is worn or the rod itself is bent or distorted. Do not attempt to straighten the rod.
Check the bushings in the overdrive case. Replace the bushings if severely scored or worn. Also replace the case seal if loose, distorted, or damaged.
Examine the overdrive and direct clutch discs and plates. Replace the discs if the facing is worn, severely scored, or burned and flaking off. Replace the clutch plates if worn, heavily scored, or cracked. Check the lugs on the clutch plates for wear. The plates should slide freely in the drum. Replace the plates or drum if binding occurs.
Check condition of the annulus gear, direct clutch hub, clutch drum and clutch spring. Replace the gear, hub and drum if worn or damaged. Replace the spring if collapsed, distorted, or cracked.
Be sure the splines and lugs on the gear, drum and hub are in good condition. The clutch plates and discs should slide freely in these components.
Inspect the thrust bearings and spring plate. Replace the plate if worn or scored. Replace the bearings if rough, noisy, brinnelled, or worn. Inspect the planetary gear assembly and the sun gear and bushings. If either the sun gear or the bushings are damaged, replace the gear and bushings as an assembly. The gear and bushings are not serviced separately.
The planetary carrier and pinions must be in good condition. Also be sure the pinion pins are secure and in good condition. Replace the carrier if worn or damaged.
Inspect the overrunning clutch and race. The race surface should be smooth and free of scores. Replace the overrunning clutch assembly or the race if either assembly is worn or damaged in any way.
Inspect the output shaft and governor components. Replace the shaft pilot bushing and inner bushing if damaged. Replace either shaft bearing if rough or noisy. Replace the bearing snap rings if distorted or cracked.
Check the machined surfaces on the output shaft. These surfaces should clean and smooth. Very minor nicks or scratches can be smoothed with crocus cloth. Replace the shaft if worn, scored or damaged in any way.
Inspect the output shaft bushings. The small bushing is the intermediate shaft pilot bushing. The large bushing is the overrunning clutch hub bushing. Replace either bushing if scored, pitted, cracked, or worn.
ADJUSTMENTS
BRAKE TRANSMISSION SHIFT INTERLOCK
The park interlock cable is part of the brake/shift lever interlock system. Correct cable adjustment is important to proper interlock operation. The gear shift and park lock cables must both be correctly adjusted in order to shift out of Park.
Park Interlock Cable Adjustment Procedure
(1) Shift into Park position. (2) Turn ignition switch to Accessory position. Be sure ignition key cylinder is in Accessory position. Cable will not adjust correctly in any other position.
(3) Remove shift lever bezel and console screws. Raise bezel and console for access to park interlock cable.
(4) Pull cable lock button up to release cable (Fig. 250).
(5) Pull cable forward. Then release cable and press lock button down until it snaps in place.
BTSI FUNCTION CHECK
(1) Verify removal of ignition key allowed in park position only.
(2) When the shift lever is in park, and the shift handle push-button is in the out position, the ignition key cylinder should rotate freely from off to lock. When the shifter is in any other position, the ignition key should not rotate from off to lock.
(3) Shifting out of park should be possible when the ignition key cylinder is in the off position.
(4) Shifting out of park should not be possible while applying 25 lb. max. handle push-button force, and ignition key cylinder is in the run or start positions, unless the foot brake pedal is depressed approximately 1/2 inch (12mm).
(5) Shifting out of park should not be possible when the ignition key cylinder is in the accessory or lock position.
(6) Shifting between any gears neutral or park may be done without depressing foot brake with ignition switch in run or start positions and vehicle stationary or in motion.
(7) The floorshifter lever and gate positions should be in alignment with all transmission detent positions.
(8) Engine starts must be possible with floorshift lever in park or neutral gate positions only. Engine starts must not be possible in any other gate positions other than park or neutral.
(9) With floorshift lever handle push-button not depressed and lever detent in:
• PARK POSITION- apply forward force on center of handle and remove pressure. Engine start must be possible.
• PARK POSITION- apply rearward force on center of handle and remove pressure. Engine start must be possible.
• NEUTRAL POSITION- engine start must be possible.
• NEUTRAL POSITION, ENGINE RUNNING AND BRAKES APPLIED- Apply forward force on center of shift handle. Transmission should not be able to shift into reverse detent.
TRANSMISSION THROTTLE VALVE CABLE ADJUSTMENT
The transmission throttle valve is operated by a cam on the throttle lever. The throttle lever is operated by an adjustable cable (Fig. 251). The cable is attached to an arm mounted on the throttle lever shaft. A retaining clip at the engine-end of the cable is removed to provide for cable adjustment. The retaining clip is then installed back onto the throttle valve cable to lock in the adjustment.
A correctly adjusted throttle valve cable will cause the throttle lever on the transmission to move simultaneously with the throttle body lever from the idle position. Proper adjustment will allow simultaneous movement without causing the transmission throttle lever to either move ahead of, or lag behind the lever on the throttle body.
Checking Throttle Valve Cable Adjustment
(1) Turn ignition key to OFF position. (2) Remove air cleaner. (3) Verify that lever on throttle body is at curb idle position. Then verify that transmission throttle lever (Fig. 252) is also at idle (fully forward) position.
(4) Slide cable off attachment stud on throttle body lever.
(5) Compare position of cable end to attachment stud on throttle body lever:
• Cable end and attachment stud should be aligned (or centered on one another) to within 1 mm (0.039 in.) in either direction.
• If cable end and attachment stud are misaligned (off center), cable will have to be adjusted as described in Throttle Valve Cable Adjustment procedure.
(6) Reconnect cable end to attachment stud. Then with aid of a helper, observe movement of transmission throttle lever and lever on throttle body.
• If both levers move simultaneously from idle to half-throttle and back to idle position, adjustment is correct.
• If transmission throttle lever moves ahead of, or lags behind throttle body lever, cable adjustment will be necessary. Or, if throttle body lever prevents transmission lever from returning to closed position, cable adjustment will be necessary.
Throttle Valve Cable Adjustment Procedure
(1) Turn ignition switch to OFF position. (2) Remove air cleaner if necessary. (3) Disconnect cable end from attachment stud. Carefully slide cable off stud. Do not pry or pull cable off.
(4) Verify that transmission throttle lever is in fully closed position. Then be sure lever on throttle body is at curb idle position.
(5) Insert a small screwdriver under edge of retaining clip and remove retaining clip.
(6) Center cable end on attachment stud to within 1 mm (0.039 in.).
(7) Install retaining clip onto cable housing. (8) Check cable adjustment. Verify transmission throttle lever and lever on throttle body move simultaneously.
GEARSHIFT CABLE
Check adjustment by starting the engine in Park and Neutral. Adjustment is OK 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 park/ neutral position switch may be faulty.
Gearshift Adjustment Procedure
(1) Shift transmission into Park. (2) Raise vehicle. (3) Release cable adjuster clamp (at transmission end of cable) to unlock cable.
(4) Unsnap cable from cable mounting bracket on transmission (Fig. 253).
(5) Slide cable eyelet off 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) Slide cable eyelt onto transmission shift lever. (9) Snap shift cable adjuster into mounting bracket on transmission.
(10) Lock shift cable by pressing cable adjuster clamp down until it snaps into place.
(11) Lower vehicle and check engine starting. Engine should start only in Park and Neutral.
Transmission—Typical
BAND ADJUSTMENTS
FRONT BAND ADJUSTMENT
The front (kickdown) band adjusting screw is located on the left side of the transmission case above the manual valve and throttle valve levers.
(1) Raise vehicle. (2) Loosen band adjusting screw locknut (Fig. 254). Then back locknut off 3-5 turns. Be sure adjusting screw turns freely in case. Apply lubricant to screw threads if necessary.
(3) Tighten band adjusting screw to 8 N·m (72 in. lbs.) torque with Inch Pound Torque Wrench C-3380-A, a 3-in. extension and 5/16 socket.
CAUTION: If Adapter C-3705 is needed to reach the adjusting screw (Fig. 255), tighten the screw to only 5 N·m (47-50 in. lbs.) torque.
42RE TRANSMISSION
• Back off front band adjusting screw 3-5/8 turns. • Hold adjuster screw in position and tighten locknut to 41 N·m (30 ft. lbs.) torque.
44RE TRANSMISSION
• Back off front band adjusting screw 2-1/4 turns. • Hold adjuster screw in position and tighten locknut to 41 N·m (30 ft. lbs.) torque.
(4) Lower vehicle.
REAR BAND ADJUSTMENT
The transmission oil pan must be removed for access to the rear band adjusting screw.
(1) Raise vehicle. (2) Remove transmission oil pan and drain fluid. (3) Loosen band adjusting screw locknut 5-6 turns (Fig. 256). Be sure adjusting screw turns freely in lever.
(4) Tighten adjusting screw to 8 N·m (72 in. lbs.) torque.
42/44RE TRANSMISSION
• Back off adjusting screw 4 turns. • Hold adjusting screw in place and tighten locknut to 34 N·m (25 ft. lbs.) torque.
(5) Position new gasket on oil pan and install pan on transmission. Tighten pan bolts to 17 N·m (13 ft. lbs.) torque.
(6) Lower vehicle and refill transmission with Mopart ATF Plus 3, Type 7176 fluid.
VALVE Body
CONTROL PRESSURE ADJUSTMENTS
There are two control pressure adjustments on the valve body;
• Line Pressure • Throttle Pressure Line and throttle pressures are interdependent because each affects shift quality and timing. As a result, both adjustments must be performed properly and in the correct sequence. Adjust line pressure first and throttle pressure last.
LINE PRESSURE ADJUSTMENT
Measure distance from the valve body to the inner edge of the adjusting screw with an accurate steel scale (Fig. 257).
Distance should be 33.4 mm (1-5/16 in.). If adjustment is required, turn the adjusting screw in, or out, to obtain required distance setting.
NOTE: The 33.4 mm (1-5/16 in.) setting is an approximate setting. Manufacturing tolerances may make it necessary to vary from this dimension to obtain desired pressure.
One complete turn of the adjusting screw changes line pressure approximately 1-2/3 psi (9 kPa).
Turning the adjusting screw counterclockwise increases pressure while turning the screw clockwise decreases pressure.
THROTTLE PRESSURE ADJUSTMENT
Insert Gauge Tool C-3763 between the throttle lever cam and the kickdown valve stem (Fig. 258).
Push the gauge tool inward to compress the kickdown valve against the spring and bottom the throttle valve.
Maintain pressure against kickdown valve spring. Turn throttle lever stop screw until the screw head touches throttle lever tang and the throttle lever cam touches gauge tool.
NOTE: The kickdown valve spring must be fully compressed and the kickdown valve completely bottomed to obtain correct adjustment.
SPECIFICATIONS
TRANSMISSION
GENERAL
Component Metric Inch
Planetary end play 0.127-1.22 mm
0.005-0.048 in.
Input shaft end play 0.56-2.31 mm
0.022-0.091 in.
Clutch pack clearance/ Front.
1.70- 3.40mm
0.067-0.134 in.
Clutch pack clearance/ Rear.
0.81-1.40 mm
0.022-0.037 in.
Front Clutch 42RE-4 discs
44RE-5 discs
Rear Clutch 42RE and 44RE-4 discs
Overdrive clutch disc usage
42RE-3 discs
44RE-4 discs
Direct clutch disc usage
42RE-6 discs
44RE-8 discs
42RE Band adjustment from 72 in. lbs.
Front band Back off 3-5/8 turns
Rear band Back off 4 turns
44RE Band adjustment from 72 in. lbs.
Front band Back off 2-1/4 turns
Rear band Back off 4 turns
Recommended fluid MoparT ATF Plus 3, type 7176
GEAR RATIOS
• 1ST GEAR-2.74 • 2ND GEAR-1.54 • 3RD GEAR-1.00 • 4TH GEAR-0.69 • REV.GEAR-2.21
TORQUE
DESCRIPTION TORQUE Fitting, cooler line at trans . . . . . .18 N·m (13 ft. lbs.) Bolt, torque convertor . . . . . . . . . .31 N·m (23 ft. lbs.) Bolt/nut, crossmember . . . . . . . . .68 N·m (50 ft. lbs.) Bolt, driveplate to crankshaft . . . .75 N·m (55 ft. lbs.) Plug, front band reaction . . . . . . .17 N·m (13 ft. lbs.) Locknut, front band adj. . . . . . . . .34 N·m (25 ft. lbs.) Switch, park/neutral . . . . . . . . . . .34 N·m (25 ft. lbs.) Bolt, fluid pan. . . . . . . . . . . . . . . .17 N·m (13 ft. lbs.) Screws, fluid filter . . . . . . . . . . . . .4 N·m (35 in. lbs.) Bolt, oil pump . . . . . . . . . . . . . . . .20 N·m (15 ft. lbs.) Bolt, overrunning clutch cam . . . .17 N·m (13 ft. lbs.) Bolt, O/D to trans. . . . . . . . . . . . .34 N·m (25 ft. lbs.) Bolt, O/D piston retainer . . . . . . .17 N·m (13 ft. lbs.) Plug, pressure test port . . . . . . . .14 N·m (10 ft. lbs.) Bolt, reaction shaft support . . . . .20 N·m (15 ft. lbs.) Locknut, rear band . . . . . . . . . . . .41 N·m (30 ft. lbs.) Bolt. speedometer adapter . . . . . . .11 N·m (8 ft. lbs.) Bolt, valve body to case . . . . . . .12 N·m (100 in. lbs.) Sensor, trans speed. . . . . . . . . . . .27 N·m (20 ft. lbs.) Screw, solenoid wiring connector . .4 N·m (35 in. lbs.) Screw, solenoid to transfer plate . .4 N·m (35 in. lbs.)
THRUST WASHER/SPACER/SNAP RING DIMENSIONS
Front clutch thrust washer (reaction shaft support hub)
Rear clutch thrust washer (clutch retainer) 1.55 mm 0.061 in.
Intermediate shaft thrust plate (shaft hub pilot) 1.5-1.6 mm 0.060-0.063 in.
Output shaft thrust washer (rear clutch hub) Select fit to set end play
Rear clutch pack snap ring 1.5 mm 0.060 in.
Planetary geartrain snap ring (at front of output shaft) Select fit (three thicknesses available)
Overdrive piston thrust plate Thrust plate and spacer are select fit. Refer to size charts and selection procedures in Overdrive Unit D&A procedures Intermediate shaft spacer
PRESSURE TEST
Overdrive clutch Fourth gear only Pressure should be 469-496 kPa (68-72 psi) with closed throttle and increase to 620-896 kPa (90-130 psi) at 1/2 to 3/4 throttle.
Line pressure (at accumulator)
Closed throttle 372-414 kPa (54-60 psi).
Front servo Third gear only No more than 21 kPa (3 psi) lower than line pressure.
Rear servo 1 range No more than 21 kPa (3 psi) lower than line pressure.
Component Metric Inch
1.55 mm 0.061 in.
1.95 mm 0.076 in.
2.45 mm 0.098 in.
R range 1103 kPa (160 psi) at idle, builds to 1862 kPa (270 psi) at 1600 rpm.
Governor D range closed throttle Pressure should respond smoothly to changes in mph and return to 0-7 kPa (0-1.5 psi) when stopped with transmission in D, 1, 2. Pressure above 7 kPa (1.5 psi) at stand still will prevent transmission from downshifting.
SPECIAL TOOLS
RE TRANSMISSIONS
GENERAL INFORMATION
46RE TRANSMISSION . . . . . . . . . . . . . . . . . . . 119 CAUSES OF BURNT FLUID . . . . . . . . . . . . . . . 121 EFFECTS OF INCORRECT FLUID LEVEL . . . . 121 ELECTRONIC LOCK-UP TORQUE
CONVERTER . . . . . . . . . . . . . . . . . . . . . . . . 121 FLUID CONTAMINATION . . . . . . . . . . . . . . . . . 121 GEARSHIFT MECHANISM . . . . . . . . . . . . . . . . 122 RECOMMENDED FLUID . . . . . . . . . . . . . . . . . . 121 TRANSMISSION GEAR RATIOS . . . . . . . . . . . . 122 TRANSMISSION IDENTIFICATION . . . . . . . . . . 121 DESCRIPTION AND OPERATION
3-4 SHIFT SEQUENCE . . . . . . . . . . . . . . . . . . . 124 BRAKE TRANSMISSION SHIFT INTERLOCK
MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . 125 CONVERTER CLUTCH ENGAGEMENT . . . . . . 125 CONVERTER DRAINBACK VALVE . . . . . . . . . . 125 ELECTRONIC GOVERNOR . . . . . . . . . . . . . . . 122 GOVERNOR PRESSURE CURVES . . . . . . . . . 123 HYDRAULIC CONTROL SYSTEM . . . . . . . . . . . 124 OVERDRIVE OFF SWITCH . . . . . . . . . . . . . . . . 124 QUICK FILL VALVE . . . . . . . . . . . . . . . . . . . . . . 125 SHIFT VALVE OPERATION . . . . . . . . . . . . . . . . 124 DIAGNOSIS AND TESTING
AIR TESTING TRANSMISSION CLUTCH AND
BAND OPERATION . . . . . . . . . . . . . . . . . . . . 131 ANALYZING ROAD TEST . . . . . . . . . . . . . . . . . 127 AUTOMATIC TRANSMISSION DIAGNOSIS . . . . 125 BRAKE TRANSMISSION SHIFT INTERLOCK . . 127 CONVERTER HOUSING FLUID LEAK
DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . 132 CONVERTER STALL TEST . . . . . . . . . . . . . . . . 131 DIAGNOSIS TABLES AND CHARTS—RE
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . 133 GEARSHIFT CABLE . . . . . . . . . . . . . . . . . . . . . 127 HYDRAULIC PRESSURE TEST . . . . . . . . . . . . 128 OVERDRIVE ELECTRICAL CONTROLS . . . . . . 127 PARK/NEUTRAL POSITION SWITCH . . . . . . . . 126 PRELIMINARY DIAGNOSIS . . . . . . . . . . . . . . . 125 ROAD TESTING . . . . . . . . . . . . . . . . . . . . . . . . 127 STALL TEST ANALYSIS . . . . . . . . . . . . . . . . . . 131 THROTTLE VALVE CABLE . . . . . . . . . . . . . . . . 127 SERVICE PROCEDURES
ALUMINUM THREAD REPAIR . . . . . . . . . . . . . 148 CONVERTER DRAINBACK CHECK VALVE
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147 FLUID AND FILTER REPLACEMENT . . . . . . . . 146 FLUID LEVEL CHECK . . . . . . . . . . . . . . . . . . . 146 FLUSHING COOLERS AND TUBES . . . . . . . . . 148 OIL PUMP VOLUME CHECK . . . . . . . . . . . . . . 147
INDEX
page page
TRANSMISSION FILL PROCEDURE . . . . . . . . . 147 REMOVAL AND INSTALLATION
BRAKE TRANSMISSION SHIFT INTERLOCK . . 153 GEARSHIFT CABLE . . . . . . . . . . . . . . . . . . . . . 153 GOVERNOR SOLENOID AND PRESSURE
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154 OUTPUT SHAFT FRONT BEARING . . . . . . . . . 159 OUTPUT SHAFT REAR BEARING . . . . . . . . . . 159 OVERDRIVE HOUSING BUSHING . . . . . . . . . . 158 OVERDRIVE UNIT . . . . . . . . . . . . . . . . . . . . . . 157 PARK/NEUTRAL POSITION SWITCH . . . . . . . . 152 SPEEDOMETER ADAPTER . . . . . . . . . . . . . . . 151 TORQUE CONVERTER . . . . . . . . . . . . . . . . . . 150 TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . 148 VALVE Body . . . . . . . . . . . . . . . . . . . . . . . . . . 154 YOKE SEAL REPLACEMENT . . . . . . . . . . . . . . 151 DISASSEMBLY AND ASSEMBLY
FRONT CLUTCH . . . . . . . . . . . . . . . . . . . . . . . 192 FRONT SERVO PISTON . . . . . . . . . . . . . . . . . . 190 OIL PUMP AND REACTION SHAFT SUPPORT . 190 OVERDRIVE UNIT . . . . . . . . . . . . . . . . . . . . . . 200 OVERRUNNING CLUTCH CAM/OVERDRIVE
PISTON RETAINER . . . . . . . . . . . . . . . . . . . . 187 PLANETARY GEARTRAIN/OUTPUT SHAFT . . . 196 REAR CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . 193 REAR SERVO PISTON . . . . . . . . . . . . . . . . . . . 190 TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . 175 VALVE Body . . . . . . . . . . . . . . . . . . . . . . . . . . 160 CLEANING AND INSPECTION
ACCUMULATOR . . . . . . . . . . . . . . . . . . . . . . . . 216 FRONT CLUTCH . . . . . . . . . . . . . . . . . . . . . . . 217 FRONT SERVO . . . . . . . . . . . . . . . . . . . . . . . . 216 OIL PUMP AND REACTION SHAFT SUPPORT . 217 OVERDRIVE UNIT . . . . . . . . . . . . . . . . . . . . . . 218 OVERRUNNING CLUTCH/LOW-REVERSE
DRUM/OVERDRIVE PISTON RETAINER . . . . 216 PLANETARY GEARTRAIN/OUTPUT SHAFT . . . 218 REAR CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . 218 REAR SERVO . . . . . . . . . . . . . . . . . . . . . . . . . 217 TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . 216 VALVE Body . . . . . . . . . . . . . . . . . . . . . . . . . . 214 ADJUSTMENTS
BRAKE TRANSMISSION SHIFT INTERLOCK . . 219 FRONT BAND ADJUSTMENT . . . . . . . . . . . . . . 221 GEARSHIFT CABLE . . . . . . . . . . . . . . . . . . . . . 221 REAR BAND ADJUSTMENT . . . . . . . . . . . . . . . 222 TRANSMISSION THROTTLE VALVE CABLE
ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . 220 VALVE Body . . . . . . . . . . . . . . . . . . . . . . . . . . 222
HYDRAULIC SCHEMATICS . . . . . . . . . . . . . . . 223 SPECIFICATIONS
RE TRANSMISSION . . . . . . . . . . . . . . . . . . . . . 235
GENERAL INFORMATION
46RE TRANSMISSION
The 46RE is a four speed fully automatic transmission with an electronic governor (Fig. 1). First through third gear ranges are provided by the clutches, bands, overrunning clutch, and planetary gear sets in the transmission. Fourth gear range is provided by the overdrive unit that contains an overdrive clutch, direct clutch, planetary gear set, and overrunning clutch. The overdrive clutch is applied in fourth gear only. The direct clutch is applied in all ranges except fourth gear. The 46RE is equipped with a lock-up clutch in the torque converter. The torque converter clutch is controlled by the Power-
RE TRANSMISSION . . . . . . . . . . . . . . . . . . . . . 236 train Control Module (PCM). 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 engages in fourth gear, and in third gear when the O/D switch is OFF. Engagement occurs when the vehicle is cruising at a steady speed after the vehicle has warmed up. The torque converter clutch disengages when the vehicle begins to go uphill or the accelerator is applied. The torque converter clutch feature increases fuel economy and reduces the transmission fluid temperature. The 46RE transmission is cooled by an integral fluid cooler inside the radiator.
