95ZJ_21.PDF

TRANSMISSION AND TRANSFER CASE

CONTENTS

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42RE AUTOMATIC TRANSMISSION . . . . . . . . . 3646RH AUTOMATIC TRANSMISSION . . . . . . . . 164AX 15 MANUAL TRANSMISSION . . . . . . . . . . . . 1

NP231 TRANSFER CASE . . . . . . . . . . . . . . . . . 291NP242 TRANSFER CASE . . . . . . . . . . . . . . . . . 315NP249 TRANSFER CASE . . . . . . . . . . . . . . . . . 343

AX 15 MANUAL TRANSMISSION

INDEX

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General Information . . . . . . . . . . . . . . . . . . . . . . . . 1Speedometer Service . . . . . . . . . . . . . . . . . . . . . . . 3Transmission Assembly and Adjustment . . . . . . . . . 22Transmission Diagnosis . . . . . . . . . . . . . . . . . . . . . 2Transmission Disassembly and Overhaul . . . . . . . . . 6Transmission Gear Ratios . . . . . . . . . . . . . . . . . . . . 2

Transmission Identification . . . . . . . . . . . . . . . . . . . 2Transmission Installation . . . . . . . . . . . . . . . . . . . . . 5Transmission Lubricant . . . . . . . . . . . . . . . . . . . . . . 2Transmission Removal . . . . . . . . . . . . . . . . . . . . . . 4Transmission Shift Pattern . . . . . . . . . . . . . . . . . . . . 2Transmission Switch and Plug Locations . . . . . . . . . 2

GENERAL INFORMATIONThe AX 15 is a five speed, synchromesh, manual

transmission. Fifth gear is an overdrive range with aratio of 0.79:1. The shift mechanism is integral and

mounted in the shift tower portion of the adapterhousing (Fig. 1). The AX 15 is used with 4.0L (I6) en-gines.

Fig. 1 AX 15 Manual Transmission

ZJ TRANSMISSION AND TRANSFER CASE 21 - 1

TRANSMISSION IDENTIFICATIONThe AX 15 identification code numbers are on the

bottom surface of the transmission gear case (Fig. 2).The first number represents year of manufacture.

For example, 4 would represent 1994. The secondand third numbers indicate month of manufacture.For example, 11 would represent November. The lastseries of numbers is the transmission serial number.

TRANSMISSION SHIFT PATTERN

The AX 15 shift pattern is shown in Figure 3. Firstand second and third and fourth gear ranges are inan H pattern. Fifth and reverse gear ranges are alsoin line at the right of the H pattern (Fig. 3).

TRANSMISSION LUBRICANTRecommended lubricant for AX 15 transmissions is

Mopar SAE 75W-90, API Grade GL-5 gear lubricant.Correct lubricant level is from the bottom edge, to

no more than 6 mm (1/4 in.) below the bottom edge ofthe fill plug hole.

Lubricant capacity is approximately 3.10 liters(3.27 qts.).

TRANSMISSION SWITCH AND PLUG LOCATIONSThe fill plug is at the driver side of the gear case

(Fig. 4).The drain plug and backup light switch are on the

passenger side of the gear case (Fig. 5).

TRANSMISSION GEAR RATIOSAX 15 transmission gear ratios are:First gear - 3.83:1Second gear - 2.33:1Third gear - 1.44:1Fourth gear - 1.00:1Fifth gear - 0.79:1Reverse - 4.22:1

TRANSMISSION DIAGNOSIS

LOW LUBRICANT LEVELA low transmission lubricant level is generally the

result of a leak, inadequate lubricant fill, or an incor-rect lubricant level check.

Leaks can occur at the mating surfaces of the gearcase, intermediate plate and adapter housing, or

Fig. 2 Transmission Identification Code Location

Fig. 3 AX 15 Shift Pattern

Fig. 4 Fill Plug Location

Fig. 5 Drain Plug And Backup Light Switch Location

21 - 2 AX 15 MANUAL TRANSMISSION ZJ

from the front/rear seals. A suspected leak could alsobe the result of an overfill condition.

Leaks at the rear of the adapter housing will befrom the housing oil seals. Leaks at component mat-ing surfaces will probably be the result of inadequatesealer, gaps in the sealer, incorrect bolt tightening, oruse of a non-recommended sealer.

A leak at the front of the transmission are from thefront bearing retainer or retainer seal. Lubricant maybe seen dripping from the clutch housing after extendedoperation. If the leak is severe, it may also contaminatethe clutch disc causing slip, grab and chatter.

Transmissions filled from air or electrically poweredlubricant containers can be underfilled. This generallyhappens when the container delivery mechanism is im-properly calibrated. Always check the lubricant level af-ter filling to avoid an under fill condition.

A correct lubricant level check can only be madewhen the vehicle is level; use a drive-on hoist to en-sure this. Also allow the lubricant to settle for aminute or so before checking. These recommenda-tions will ensure an accurate check and avoid an un-der-or-overfill condition.

HARD SHIFTINGHard shifting is usually the result of a low lubri-

cant level, improper or contaminated lubricants, com-ponent damage, incorrect clutch adjustment, or by adamaged clutch pressure plate or disc.

Substantial lubricant leaks can result in gear, shiftrail, synchro and bearing damage. If a leak goes un-detected for an extended period, the first indicationsof a problem are hard shifting and noise.

Incorrect or contaminated lubricants also contrib-ute to hard shifting. The consequence of using non-

recommended lubricants is noise, excessive wear,internal bind and hard shifting.

Improper clutch release is a frequent cause of hardshifting. Incorrect adjustment or a worn, damagedpressure plate or disc can cause incorrect release. Ifthe clutch problem is advanced, gear clash duringshifts can result.

Worn or damaged synchro rings can cause gear clashwhen shifting into any forward gear. In some new or re-built transmissions, new synchro rings may tend tostick slightly causing hard or noisy shifts. In mostcases, this condition will decline as the rings wear-in.

TRANSMISSION NOISEMost manual transmissions make some noise during

normal operation. Rotating gears can generate a mildwhine that may only be audible at extreme speeds.

Severe transmission noise is generally the result ofa lubricant problem, or internal component damage.Insufficient, improper, or contaminated lubricant canpromote rapid wear of gears, synchros, shift rails,forks and bearings. The overheating caused by a lu-bricant problem, can also lead to gear breakage.

SPEEDOMETER SERVICERear axle gear ratio and tire size determine speed-

ometer pinion requirements. If the pinion must be re-placed, refer to the parts catalogue information forthe correct part.

SPEEDOMETER ASSEMBLY REMOVAL(1) Raise vehicle.(2) Disconnect wires from vehicle speed sensor.(3) Remove adapter clamp and screw (Fig. 6).

Fig. 6 Speedometer Components

ZJ AX 15 MANUAL TRANSMISSION 21 - 3

(4) Remove speed sensor and speedometer adapteras assembly.

(5) Remove speed sensor retaining screw and re-move sensor from adapter.

(6) Remove speedometer pinion from adapter.(7) Inspect sensor and adapter O-rings (Fig. 6). Re-

move and discard O-rings if worn or damaged.(8) Inspect terminal pins in speed sensor. Clean

pins with Mopar electrical spray cleaner if dirty oroxidized. Replace sensor if faulty, or pins are loose,severely corroded, or damaged.

SPEEDOMETER INSTALLATION ANDINDEXING

(1) Thoroughly clean adapter flange and adaptermounting surface in housing. Surfaces must be cleanfor proper adapter alignment and speedometer oper-ation.

(2) Install new O-rings on speed sensor and speed-ometer adapter if necessary (Fig. 6).

(3) Lubricate sensor and adapter O-rings withtransmission fluid.

(4) Install vehicle speed sensor in speedometeradapter. Tighten sensor attaching screw to 2-3 Nzm(15-27 in. lbs.) torque.

(5) Install speedometer pinion in adapter.(6) Count number of teeth on speedometer pinion.

Do this before installing assembly in housing. Thenlubricate pinion teeth with transmission fluid.

(7) Note index numbers on adapter body (Fig. 7).These numbers will correspond to number of teeth onpinion.

(8) Install speedometer assembly in housing.(9) Rotate adapter until required range numbers

are at 6 o-clock position. Be sure range index num-bers correspond to number of teeth on pinion gear.

(10) Install speedometer adapter clamp and retain-ing screw. Tighten clamp screw to 10-12 Nzm (90-110in. lbs.) torque.

(11) Connect wires to vehicle speed sensor.(12) Lower vehicle and top off transmission fluid

level if necessary.

TRANSMISSION REMOVAL(1) Shift transmission into Neutral.(2) Raise vehicle on hoist.(3) Remove skid plate.(4) Mark front and rear propeller shafts for instal-

lation alignment (Fig. 8). Then remove shafts.(5) Disconnect transfer case shift linkage from

shift lever, or range lever.(6) Disconnect harness wires at vehicle speed sen-

sor (Fig. 6).(7) Remove harness wires from clips on transmis-

sion case.(8) Disconnect transmission and transfer case vent

hoses.

(9) Disconnect wires at transfer case electricalswitch.

(10) Support transmission with transmission jack.Secure transmission on jack with safety chains.

(11) Support engine with jack positioned underclutch housing or oil pan flange.

(12) Remove bolts/nuts attaching rear mount tocrossmember (Fig. 9).

(13) Remove rear crossmember.(14) Remove transfer case attaching nuts and re-

move transfer case from transmission.(15) Lower transmission enough to provide access

to shift lever.(16) Reach up and around transmission case and

unseat shift lever dust boot from transmission shifttower (Fig. 10). Move boot upward on shift lever foraccess to lever retainer.

(17) Disengage transmission shift lever as follows:(a) Reach up and around transmission case and

press shift lever retainer downward with your fin-gers.

Fig. 7 Location Of Index Numbers On SpeedometerAdapter

Fig. 8 Marking Propeller Shaft And Axle Yoke


(b) Turn retainer counterclockwise to release it.(c) Lift lever and retainer out of shift tower (Fig.

10). It is not necessary to remove shift leverfrom floorpan boot. Simply leave lever inplace for later installation.(18) Disconnect and remove engine timing sensor.

Retain sensor attaching screws.(19) Remove clutch slave cylinder from clutch

housing. Move cylinder aside for working clearanceand access to other components.

(20) Remove bolts attaching clutch housing to en-gine.

(21) Pull transmission rearward until clutch hous-ing is clear of engine. Then remove transmissionfrom under vehicle.

TRANSMISSION INSTALLATION(1) Mount transmission and clutch housing assem-

bly on transmission jack. Secure assembly withsafety chains.

(2) Lubricate pilot bearing and transmission inputshaft splines with Mopar high temperature grease.

(3) Align transmission input shaft and clutch discsplines and seat clutch housing on engine.

(4) Install and tighten bolts that clutch housing toengine. Tighten bolts to 61 Nzm (45 ft. lbs.) torque.

(5) Lower transmission for access to transmissionshift tower.

(6) Reach up and around transmission and insertshift lever in shift tower. Press lever retainer down-ward and turn it clockwise to lock it in place. Theninstall lever dust boot on shift tower.

(7) Align transfer case and transmission shafts andinstall transfer case. Tighten transfer attaching nutsto 35 Nzm (26 ft. lbs.) torque.

(8) Move adjustable support stand from under en-gine and reposition it under transmission. Then re-move transmission jack.

(9) Install rear crossmember. Tighten crossmem-ber-to-frame bolts to 41 Nzm (30 ft. lbs.) torque.Tighten transmission-to-rear support bolts/nuts to 45Nzm (33 ft. lbs.) torque.

(10) Install slave cylinder in clutch housing.Tighten cylinder attaching nuts securely.

(11) Connect or install engine timing sensor, if re-moved.

(12) Connect transfer case electrical switch wires.(13) Connect transfer case shift rod to range lever.(14) Connect transmission and transfer case vent

hoses and indicator switch wires.(15) Connect backup light switch wires.(16) Connect vehicle speed sensor wires.(17) Align and install front/rear propeller shafts.

Tighten shaft U-joint clamp bolts to 19 Nzm (170 in.lbs.) torque.

Fig. 9 Transmission Rear Mounting Fig. 10 Shift Lever Attachment


(18) Install skid plate if removed. Tighten bolts to42 Nzm (31 ft. lbs.) torque. Tighten stud nuts to 17Nzm (150 in. lbs.) torque.

(19) Top off transmission and transfer lubricantlevels.

(20) Lower vehicle.

TRANSMISSION DISASSEMBLY AND OVERHAUL

ADAPTER HOUSING REMOVAL(1) Remove release bearing, release lever and re-

lease fork from clutch housing. Then remove clutchhousing from transmission.

(2) Remove backup light switch. Then removedrain plug (Fig. 1) and drain transmission lubricantinto pan.

(3) Remove shift tower bolts and remove towerfrom adapter or extension housing (Fig. 2).

(4) Remove gasket from shift tower (Fig. 3).

(5) Remove shift arm retainer bolt (Fig. 4).

(6) Loosen and remove restrictor pins (Fig. 5).

Fig. 4 Shift Arm Retainer Bolt Removal/Installation

Fig. 5 Removing/Installing Restrictor Pins

Fig. 1 Drain Plug And Backup Light Switch Location

Fig. 2 Shift Tower Removal/Installation

Fig. 3 Shift Tower Gasket Removal/Installation


(7) Remove shift arm shaft plug (Fig. 6).

(8) Remove shift arm shaft with large magnet (Fig.7).

(9) Remove shift arm (Fig. 8).

(10) Remove plug for reverse shift head lock ball.Plug is at right side of adapter housing near backuplight switch (Fig. 9).

(11) Remove lock ball spring with pencil magnet(Fig. 10).

(12) Remove shift head lock ball with pencil mag-net (Fig. 11).

Fig. 6 Removing/Installing Shift Arm Shaft Plug(4WD)

Fig. 7 Removing/Installing Shift Arm Shaft (4WD)

Fig. 8 Shift Arm Removal/Installation

Fig. 9 Removing/Installing Lock Ball Plug

Fig. 10 Removing/Installing Lock Ball Spring

Fig. 11 Removing/Installing Shift Head Lock Ball


(13) Remove adapter housing bolts (Fig. 12).(14) Loosen adapter/extension housing with rubber

mallet (Fig. 13).

(15) Remove housing after loosening it (Fig. 14)

(16) Remove adapter housing oil seal with a prytool (Fig. 15).

Fig. 12 Adapter Housing Bolt Locations

Fig. 13 Loosening Adapter Housing

Fig. 14 Adapter Housing Removal

Fig. 15 Removing Adapter Housing Seal


GEAR CASE REMOVAL(1) Remove bearing retainer bolts and remove re-

tainer (Fig. 16).

(2) Remove retainer oil seal with pry tool (Fig. 17).

(3) Remove input shaft bearing snap ring (Fig. 18).(4) Remove cluster gear front bearing snap ring

(Fig. 19).(5) Loosen gear case by tapping it away from inter-

mediate plate with rubber mallet (Fig. 20).

Fig. 16 Front Bearing Retainer Removal

Fig. 17 Front Bearing Retainer Seal Location

Fig. 18 Removing Input Shaft Bearing Snap Ring

Fig. 19 Removing Cluster Gear Front Bearing SnapRing

Fig. 20 Loosening Gear Case


(6) Remove gear case from geartrain and interme-diate plate (Fig. 21).

(7) Remove speedometer gear snap ring and re-move speedometer gear and spacer from outputshaft.

FIFTH GEAR AND SYNCHRO ASSEMBLYREMOVAL

(1) Remove three lock ball plugs from intermediateplate (Fig. 22).

(2) Remove three lock ball springs and lock ballsfrom intermediate plate with pencil magnet (Fig. 23).

Fig. 21 Gear Case Removal

Fig. 22 Lock Ball Plug Locations

Fig. 23 Removing/Installing Lock Ball And Spring


(3) Mount intermediate plate and geartrain assem-bly in vise as follows:

(a) Insert two spare bolts in one bottom bolt holein intermediate plate. Insert bolts from oppositesides of plates (Fig. 24).

(b) Install enough flat washers under each bolthead to prevent bolts from touching (Fig. 24).

(c) Tape bolts and washers in place and mountintermediate plate in vise (Fig. 24).

(d) Clamp vise jaws securely against bolt heads(Fig. 24). Do not clamp vise jaws on intermedi-ate plate. Clamp only on bolt heads.(4) Remove fifth gear snap ring (Fig. 25). Retain

snap ring for assembly reference. It is a select fitcomponent.

(5) Remove E-ring that secures reverse shift armto fork (Fig. 26).

Fig. 24 Mounting Intermediate Plate And Geartrain In Vise

Fig. 25 Fifth Gear Snap Ring Removal

Fig. 26 Reverse Shift Arm E-Ring Removal


(6) Remove bolts attaching reverse shift armbracket to intermediate plate. Then remove bracket(Fig. 27).

(7) Remove reverse shift arm and shoe (Fig. 28).

(8) Remove fifth gear shift fork set screw (Fig. 29).(9) Move fifth gear shift rail forward until it clears

shift fork.(10) Remove fifth gear shift fork from synchro

sleeve (Fig. 30).(11) Remove reverse shift rail and reverse shift

head as assembly (Fig. 31).(12) Measure thrust clearance between counter

fifth gear and thrust ring with feeler gauge. Clear-ance should be 0.10 to 0.40 mm (0.003 to 0.019 in.).If clearance exceeds limits, gear and/or ring will haveto be replaced.

Fig. 27 Reverse Shift Arm Bracket Removal

Fig. 28 Reverse Shift Arm And Shoe Removal

Fig. 29 Fifth Gear Fork Set Screw Removal

Fig. 30 Fifth Gear Shift Fork Removal

Fig. 31 Reverse Shift Head And Rail Removal


(13) Loosen fifth spline gear with standard two-jawpuller (Fig. 32). Position puller jaws behind fifthcounter gear as shown.

(14) Remove fifth spline gear (Fig. 33).

(15) Remove fifth gear synchro ring (Fig. 34).(16) Remove fifth gear synchro and sleeve assem-

bly (Fig. 35).(17) Remove counter fifth gear thrust ring (Fig.

36).

Fig. 32 Loosening Fifth Spline Gear

Fig. 33 Fifth Spline Gear Removal

Fig. 34 Fifth Gear Synchro Ring Removal

Fig. 35 Counter Fifth Gear And Synchro AssemblyRemoval

Fig. 36 Fifth Gear Thrust Ring Removal


(18) Remove thrust ring lock ball with pencil mag-net (Fig. 37).

(19) Remove bolts attaching output shaft rearbearing retainer to intermediate plate (Fig. 38).

(20) Remove rear bearing retainer (Fig. 39).(21) Remove reverse idler gear and shaft (Fig. 40).

Fig. 39 Output Shaft Rear Bearing Retainer Removal

Fig. 40 Reverse Idler Gear And Shaft Removal

Fig. 37 Thrust Ring Lock Ball Removal

Fig. 38 Output Shaft Rear Bearing Retainer BoltRemoval


SHIFT RAIL AND FORK REMOVALThere are a total of five shift rails in the AX 15

transmission. The 1-2, 3-4, fifth gear and front re-verse shift rails are shown in Figure 41.

Two shift rails are used for reverse gear range. Thefront reverse rail is at the forward side of the inter-mediate plate (Fig. 41). The short rear reverse railand reverse shift head are at the rear side of the in-termediate plate.

It is not necessary to remove the shift rails ifthey are in good condition. Only the shift forksneed be removed for access to the shafts andgears.

(1) Remove fifth gear shift rail (Fig. 41). Catch lockball in your hand as rail comes out of intermediateplate.

(2) Remove 1-2 and 3-4 shift rail C-rings with twoscrewdrivers of equal size and length (Fig. 42).

Fig. 41 Shift Rail Identification

Fig. 42 Shift Rail C-Ring Removal


(3) Remove shift fork set screws (Fig. 43).

(4) Remove 3-4 shift rail from shift fork and inter-mediate plate (Fig. 44).

(5) Remove 3-4 shift rail interlock plug from inter-mediate plate with magnet (Fig. 45).

(6) Remove 1-2 shift rail from shift fork and inter-mediate plate (Fig. 46).

(7) Remove 1-2 shift rail interlock pin from shiftrail (Fig. 47).

(8) Remove 1-2 shift rail interlock plug from inter-mediate plate (Fig. 48).

Fig. 43 Shift Fork Set Screw Removal

Fig. 44 Removing 3-4 Shift Rail

Fig. 45 Removing 3-4 Shift Rail Interlock Plug

Fig. 46 Removing 1-2 Shift Rail

Fig. 47 Removing 1-2 Shift Rail Interlock Pin

Fig. 48 Removing 1-2 Shift Rail Interlock Plug


(9) Lift reverse shift fork upward and remove fifthgear shift rail lock ball (Fig. 49).

(10) Remove 3-4 shift fork (Fig. 50).(11) Remove 1-2 shift fork (Fig. 50).

(12) Remove reverse shift rail C-ring with twoequal length and size screwdrivers (Fig. 51).

(13) Remove reverse shift rail and fork (Fig. 52).

Fig. 49 Fifth Gear Shift Rail Lock Ball Removal

Fig. 50 Shift Fork Removal

Fig. 51 Reverse Shift Rail C-Ring Removal

Fig. 52 Reverse Shift Rail And Fork Removal


(14) Remove interlock pin from reverse shift rail(Fig. 53).

(15) Position shift rails, shift forks, lock balls, in-terlock plugs and interlock pins on the workbench inorder of removal. This will help in identifying compo-nents during inspection and assembly.

OUTPUT SHAFT AND CLUSTER GEARREMOVAL

(1) Remove output shaft rear bearing snap ring(Fig. 54).

(2) Remove cluster gear rear bearing snap ring(Fig. 54).

(3) Tap end of output shaft with mallet to unseat andstart rear bearing out of intermediate plate (Fig. 55).

(4) Remove output shaft by rocking it lightly untilrear bearing comes out of intermediate plate (Fig. 56).

(5) Remove cluster gear by pulling it straight outof rear bearing (Fig. 57).

Fig. 53 Reverse Shift Rail Interlock Pin Removal

Fig. 54 Removing Bearing Snap Rings

Fig. 55 Unseating Output Shaft Rear Bearing

Fig. 56 Input And Output Shaft Removal

Fig. 57 Cluster Gear Removal


(6) Remove cluster gear rear bearing from interme-diate plate (Fig. 58).

(7) Remove input shaft from output shaft (Fig. 59).

(8) Remove output shaft pilot bearing from inputshaft (Fig. 60).

(9) Remove synchro ring from input shaft (Fig. 61).(10) Remove bearing snap ring and press bearing

off input shaft (Fig. 61).

OUTPUT SHAFT DISASSEMBLY(1) Measure thrust clearance of output shaft first,

second and third gears with feeler gauge (Fig. 62).• First gear clearance should be 0.10 to 0.40 mm(0.003 to 0.0197 in).• Second-third gear clearance should be 0.10 to 0.30mm (0.003 to 0.0118 in.).

(2) If first gear thrust clearance is incorrect, re-place gear and thrust washer. If second or thirdgear clearance is incorrect, either gear andbearing, or output shaft flange is worn. Refer tooutput shaft inspection in Cleaning and Inspec-tion section.

Fig. 58 Removing Cluster Gear Rear Bearing

Fig. 59 Input Shaft Removal

Fig. 60 Input Shaft Pilot Bearing Removal

Fig. 61 Input Shaft Components

Fig. 62 Checking Output Shaft Gear ThrustClearance


(3) Press fifth gear and rear bearing off rear ofoutput shaft.

(4) Remove thrust washer, pin, and first gear andbearing (Fig. 62).

(5) Remove first/reverse hub snap ring (Fig. 63).(6) Remove synchro ring.(7) Press reverse gear and first/reverse hub off

shaft as assembly.(8) Remove remaining synchro ring and second

gear and bearing (Fig. 63).(9) Remove snap ring at front of output shaft (Fig.

63).(10) Press 3-4 hub and sleeve off output shaft as

assembly (Fig. 63).(11) Remove synchro ring.(12) Remove third gear and needle bearing (Fig.

63).

TRANSMISSION CLEANING AND INSPECTIONClean the transmission components in solvent.

Then dry the cases, gears, shift mechanism andshafts with compressed air. Dry the bearings withclean, dry shop towels only. Never use com-pressed air on the bearings. This could damagethe bearing rollers.

Replace components that are obviously worn,cracked, chipped or damaged.

Inspect the transmission case. Replace the case ifcracked or porous or if any of the bearing and gearbores are damaged.

Output Shaft InspectionMeasure thickness of the output shaft flange with

a micrometer (Fig. 64). Minimum allowable flangethickness is 4.70 mm (0.185 in).

If shaft flange thickness is OK but previouslymeasured second/third gear thrust clearancewas incorrect (Fig. 62), replace the necessarygear and needle bearing as an assembly.

Check diameter of the first, second and third gearbearing surfaces of the output shaft (Fig. 64). Mini-mum allowable diameters are:• 38.86 mm (1.529 in.) for first gear surface• 46.86 mm (1.844 in.) for second gear surface• 37.86 mm (1.490 in.) for third gear surface

Check output shaft runout with V-blocks and a dialindicator (Fig. 64). Maximum allowable runout is0.06 mm (0.0024 in.).

Replace the output shaft if any surface measuredfails to meet stated tolerance.

Cluster Gear InspectionInspect the cluster gear teeth. Replace the gear if

any teeth are worn or damaged or if the bearing sur-faces are damaged.

Fig. 63 Output Shaft And Gears


Check diameter of the cluster gear journal with amicrometer (Fig. 65). Minimum allowable diameter is27.860 mm (1.096 in.).

Check condition of the cluster gear front bearing.Replace the bearing if worn, noisy, or damaged.

GEAR AND SYNCHRO INSPECTIONInstall the synchro rings on their respective gears.

Rotate each ring on the gear and note synchro action.Replace any synchro ring that exhibits a lack ofbraking action or binds on the gear. Also replace anyring that is worn or has chipped or broken teeth.

Measure end clearance between the synchro ringand the gear with a feeler gauge (Fig. 66). Clearanceshould be 0.06 mm to 1.6 mm (0.024 to 0.063 in.).

Install the needle bearings in the first, second andthird gears. Then install the gears on the outputshaft and check shaft-to-gear clearance with a dialindicator (Fig. 67).

Fig. 64 Checking Output Shaft Tolerances

Fig. 65 Checking Cluster Gear Journal Diameter

Fig. 66 Checking Synchro Ring End Clearance

Fig. 67 Checking Gear-To-Shaft Clearance


Maximum allowable clearance is 0.16 mm (0.0063in.). If any gear exhibits excessive clearance, replacethe gear and needle bearing.

Check clearance between the shift forks and syn-chro sleeves with a feeler gauge (Fig. 68). Clearanceshould not exceed 1.0 mm (0.039 in.). Replace thesynchro sleeve (and matching hub) if clearance ex-ceeds the stated limit.

Check condition of the reverse idler gear bushing(Fig. 69). Replace the gear if the bushing is scored orworn.

Gear Case, Housing And Intermediate PlateClean the case, housing and plate with solvent and

dry with compressed air. Replace any component thatis cracked, warped or damaged in any way.

Inspect the threads in the case, housing and plate.Minor thread damage can be repaired with steelthread inserts if necessary. However, do not attemptto repair if the cracks are evident around anythreaded hole.

Inspect the reverse pin in the adapter/extensionhousing. Replace the pin if worn or damaged. Referto the replacement procedure in the Transmission As-sembly section.

TRANSMISSION ASSEMBLY AND ADJUSTMENTLubricate the transmission components with gear

lubricant during assembly. Use petroleum jelly to lu-bricate seal lips and/or hold parts in place during in-stallation.

FRONT BEARING/BEARING SEAL/REVERSESHAFT PIN INSTALLATION

(1) Press front bearing on input shaft. Then securebearing with thickest snap ring that will fit in shaftgroove (Fig. 70).

(2) Press front bearing on cluster gear. Then se-cure bearing with thickest snap ring that will fit inring groove on gear (Fig. 71).

(3) Install new oil seals in front bearing retainerand adapter housing (Fig. 72). Installation depth forbearing retainer seal is 10.5 to 11.5 mm (0.414 to0.453 in.).

(4) Install reverse shaft and shaft retaining pin inadapter housing. Then install access hole plug withtorx bit (Fig. 73).

Fig. 68 Checking Shift Fork-To-Sleeve Clearance

Fig. 69 Reverse Idler Gear Bushing

Fig. 70 Selecting Input Shaft Front Bearing SnapRing


(5) Lubricate reverse shaft and gear componentswith Mopar 75W-90 gear lubricant.

OUTPUT SHAFT ASSEMBLY(1) Lubricate output shaft journals, gears and nee-

dle bearings with recommended gear lubricant.(2) Install third gear and needle bearing on shaft

(Fig. 63)(3) Install synchro ring on third gear (Fig. 63).(4) Assemble 1-2 and 3-4 synchro hubs and sleeves

(Fig.74).

Fig. 71 Selecting Cluster Gear Front Bearing SnapRing

Fig. 72 Oil Seal Installation

Fig. 73 Installing Reverse Shaft Pin

Fig. 74 Synchro Sleeve And Hub Identification


(5) Install inserts and springs in synchro sleeves.Position open ends of springs 180° apart as shown(Fig. 75).

(6) Install 3-4 synchro hub and sleeve on outputshaft. Press hub onto shaft if necessary.

(7) Install 3-4 synchro hub snap ring (Fig. 76). Usethickest snap ring that will fit in shaft groove.

(8) Verify third gear thrust clearance with feelergauge (Fig. 56). Clearance should be 0.10 to 0.25 mm(0.004 to 0.010 in.).

(9) Lubricate remaining output shaft gears andbearings with gear lubricant.

(10) Install second gear and needle bearing onshaft (Fig. 78).

(11) Install synchro ring on second gear (Fig. 78).

(12) Assemble first/reverse hub, insert springs, in-serts, reverse gear and 1-2 sleeve (Fig. 78). Be surespring ends are 180° apart. Note that splines inhub bore are chamfered on one side. Installhub so chamfered side faces front of outputshaft.

(13) Press assembled hub and sleeve on outputshaft.

(14) Install selective snap ring (Fig. 78). Use thick-est snap ring that will fit in output shaft groove.

(15) Install synchro ring on first gear (Fig. 79).(16) Install first gear spacer on shaft and against

selective fit snap ring (Fig. 79).(17) Install first gear and needle bearing (Fig. 79)

on output shaft.

Fig. 75 Insert Spring Position

Fig. 76 Installing 3-4 Synchro Hub Snap Ring

Fig. 77 Checking Third Gear Clearance

Fig. 78 Second Gear And Synchro Assembly


(18) Install locating pin and thrust washer onshaft (Fig. 79).

(19) Press rear bearing on shaft. Position bearingsnap ring groove so it is closest to end of output shaft.

(20) Check first and second gear thrust clearancewith feeler gauge (Fig. 62).• First gear clearance should be 0.10 to 0.40 mm(0.003 to 0.0197 in.)• Second gear clearance should be 0.10 to 0.30 mm(0.003 to 0.0118 in.)

(21) Press fifth gear onto output shaft. Then installselect fit snap ring (Fig. 80). Use thickest snap ringthat will fit in shaft groove.

(22) Lubricate input shaft pilot bearing with petro-leum jelly and install bearing in shaft (Fig. 60).

(23) Install input shaft on output shaft (Fig. 59). Besure output shaft hub is fully seated in pilot bearing.

OUTPUT SHAFT AND CLUSTER GEARINSTALLATION

(1) Mount intermediate plate in vise (Fig. 24).(2) Lubricate cluster gear journal and rear bearing

with petroleum jelly or gear lubricant.(3) Install cluster gear rear bearing in intermedi-

ate plate (Fig. 81). Be sure snap ring groove in bear-ing is rearward as shown.

(4) Start cluster gear into bearing (Fig. 57). Thenhold bearing and push gear into place. Use plastic orrawhide mallet to seat bearing if necessary.

(5) Start output shaft rear bearing in intermediateplate. Push shaft rearward and tap intermediateplate with mallet to seat bearing.

(6) Install snap rings on cluster and output shaftrear bearings only (Fig. 82). Do not install frontbearing snap rings at this time.

Fig. 80 Selecting Fifth Gear Snap Ring

Fig. 79 First And Fifth Gear Components

Fig. 81 Installing Cluster Gear Rear Bearing

Fig. 82 Installing Rear Bearing Snap Rings


(7) Install reverse idler gear and shaft (Fig. 83).(8) Position rear bearing retainer over output shaft

and rear bearing. Be sure bearing retainer tab isengaged in reverse idler shaft notch (Fig. 84).

(9) Install and tighten rear bearing retainer boltsto 18 Nzm (13 ft-lbs).

SHIFT RAIL AND FORK INSTALLATIONThe shift rail interlock pins, balls and plugs must

be installed in the correct sequence for proper shift-ing. Refer to the installation diagram (Fig. 85) duringassembly.

Coat the intermediate plate shift rail boresand the interlock balls, pins and plugs with athick covering of petroleum jelly before assem-

Fig. 83 Installing Reverse Idler Gear And Shaft Fig. 84 Installing Rear Bearing Retainer

Fig. 85 Shift Rail Ball-Plug-Pin Position


bly. The jelly will hold the interlock compo-nents in place making installation easier. Use apencil magnet to hold and insert the interlocks.Then use a small screwdriver to push the inter-lock components into place.

(1) Coat reverse rail interlock pin with petroleumjelly and install pin in rail (Fig. 86).

(2) Install reverse shift rail in intermediate plate(Fig. 87).

(3) Install reverse shift rail C-ring (Fig. 51).

(4) Position 1-2 and 3-4 shift forks in synchrosleeves (Fig. 88).

(5) Coat reverse rail lock ball with petroleum jelly.Then tilt reverse shift fork upward and insert ball inintermediate plate (Fig. 89).

(6) Coat 1-2 shift rail interlock plug with petro-leum jelly and install it in intermediate plate bore(Fig. 90).

(7) Coat 1-2 shift rail interlock pin with petroleumjelly and insert it in shift rail (Fig. 91).

(8) Install 1-2 shift rail in intermediate plate and1-2 fork (Fig. 92).

(9) Coat 3-4 shift rail interlock plug with petro-leum jelly and install plug in intermediate plate (Fig.93).

(10) Install 3-4 shift rail in intermediate plate andin both shift forks (Fig. 94).

(11) Verify that none of the interlock balls, plugs,or pins were displaced during shift rail installation.

(12) Install and tighten shift fork setscrews to 20Nzm (14 ft. lbs.) torque (Fig. 95).

Fig. 86 Installing Reverse Shift Rail Interlock Pin

Fig. 87 Installing Reverse Shift Rail And Fork

Fig. 88 Shift Fork Installation

Fig. 89 Installing Reverse Shift Rail Lock Ball


Fig. 90 Installing 1-2 Shift Rail Interlock Plug

Fig. 91 Installing 1-2 Shift Rail Interlock Pin

Fig. 92 Installing 1-2 Shift Rail

Fig. 93 Installing 3-4 Shift Rail Interlock Plug

Fig. 94 Installing 3-4 Shift Rail

Fig. 95 Installing Shift Fork Set Screws


(13) Install 1-2 and 3-4 shift rail C-rings (Fig. 96).(14) Insert fifth gear shift rail through reverse

shift fork. Then slide rail into intermediate platejust far enough to secure interlock ball. Do notfully install shift rail at this time.

FIFTH-REVERSE GEAR AND SHIFTCOMPONENT INSTALLATION

(1) Install thrust ring lock ball in cluster gear jour-nal (Fig. 97). Use petroleum jelly to hold ball inplace.

(2) Install fifth gear thrust ring (Fig. 98). Be surethrust ring notch fits over lock ball.

(3) Assemble counter fifth gear, synchro sleeve, in-serts and insert springs (Fig. 99).

(4) Lubricate two-piece bearing with petroleumjelly and install it in counter fifth gear (Fig. 100).

Fig. 96 Installing Shift Rail C-Rings

Fig. 97 Installing Thrust Ring Lock Ball

Fig. 98 Installing Fifth Gear Thrust Ring

Fig. 99 Assembling Fifth Gear And SynchroAssembly

Fig. 100 Installing Counter Fifth Gear Bearing


(5) Install counter fifth gear and synchro assemblyon cluster gear journal (Fig. 101).

(6) Install synchro ring in synchro sleeve (Fig. 102).

(7) Install fifth spline gear on cluster journal (Fig.103). Tap spline gear into place with plastic mallet ifnecessary.

(8) Install fifth gear selective snap ring (Fig. 104).Use thickest snap ring that will fit in shaft groove.

(9) Install reverse shift head and rail (Fig. 105).Then install lock ball in shift head.

(10) Position fifth gear shift fork in synchro sleeve(Fig. 106).

(11) Install fifth gear shift rail (Fig. 107). Slide railthrough fork, shift head, intermediate plate and re-verse shift fork. Be sure interlock ball is not dis-placed during installation.

Fig. 101 Installing Counter Fifth Gear And Sleeve

Fig. 102 Installing Fifth Gear Synchro Ring

Fig. 103 Installing Fifth Spline Gear

Fig. 104 Installing Fifth Gear Snap Ring

Fig. 105 Installing Reverse Shift Head And Rail


(12) Align screw holes in shift fork and rail and in-stall set screw (Fig. 108). Tighten screw to 20 Nzm(15 ft. lbs.) torque.

(13) Install lock balls and springs in intermediateplate (Fig. 109). Then install and tighten lock ballplugs to 19 Nzm (14 ft. lbs.) torque.

(14) Install reverse shift arm bracket (Fig. 110).Tighten bracket bolts to 18 Nzm (13 ft. lbs.) torque.

(15) Install reverse shift arm (Fig. 110). Positionarm on reverse fork pin and engage it with pin onshift arm bracket.

(16) Verify that shift arm shoe is engaged in re-verse idler gear. Then secure shift arm to pin on re-verse fork with new E-clip.

GEAR CASE AND ADAPTER INSTALLATION(1) Dismount intermediate plate and gear assem-

blies from vise.

Fig. 106 Fifth Gear Shift Fork Installation

Fig. 107 Fifth Gear Shift Rail Installation

Fig. 108 Shift Fork Set Screw Installation

Fig. 109 Detent Ball And Spring Installation

Fig. 110 Reverse Shift Arm And Bracket Installation


(2) Clean mating surfaces of intermediate plateand transmission gear case with wax and grease re-mover. Then wipe dry with a clean cloth.

(3) Apply 3 mm (1/8 in.) wide bead of Mopar Gas-ket Maker, or Loctite 518 to mating surface of gearcase. Keep sealer bead inside bolt holes as shown(Fig. 111).

(4) Install gear case (Fig. 112). Align shift rails andbearings in case and tap case into position.

(5) Verify that gear case is seated on intermediateplate dowel pins.

(6) Install front bearing snap rings (Fig. 113).(7) Clean gear case and front bearing retainer seal-

ing surfaces with wax and grease remover. Thenwipe dry with a clean cloth.

(8) Install new seal in front bearing retainer. Thenlubricate seal lip with petroleum jelly. Installationdepth for seal is 10.5 to 11.5 mm (0.413 to 0.453in.).

(9) Apply a 3 mm (1/8 in.) wide bead of MoparGasket Maker, or Loctite 518 to front bearing re-tainer sealing surface.

(10) Align and install front bearing retainer (Fig.114). Be sure retainer is properly seated on case andbearings.

(11) Install and tighten front bearing retainer boltsto 17 Nzm (12 ft. lbs.) torque.

(12) On models with extension housing, installspeedometer gear, lock ball and retaining rings (Fig.115). Be sure lock ball is engaged in gear.

(13) Inspect condition of reverse pin in adapter/ex-tension housing (Fig. 116). If pin is worn or damaged,replace it as follows:

(a) Remove roll pin access plug (Fig. 117).(b) Tap roll pin out of housing with pin punch

(Fig. 118). Then remove old reverse pin.

Fig. 111 Applying Sealer To Gear Case

Fig. 112 Gear Case Installation

Fig. 113 Front Bearing Snap Ring Installation

Fig. 114 Installing Front Bearing Retainer


(c) Install new reverse pin and secure it with rollpin. Then install and tighten access plug to 19 Nzm(14 ft. lbs.) torque.

(14) Clean sealing surfaces of adapter or extensionhousing and intermediate plate with wax and greaseremover. Then wipe dry with a clean cloth.

(15) Apply 3 mm (1/8 in.) wide bead of Mopar Gas-ket Maker, or Loctite 518 to sealing surface ofadapter or extension housing. Keep sealer bead in-side bolt holes as shown in Figure 111.

(16) Align and install adapter or extension housingon intermediate plate (Fig. 119). Be sure housing isseated on intermediate plate dowel pins.

(17) Coat threads of housing attaching bolts withMopar silicone sealer. Then install and tighten boltsto 37 Nzm (27 ft. lbs.) torque.

(18) Install detent ball (Fig. 120).(19) Install detent spring (Fig. 121).(20) Install detent access plug (Fig. 122). Tighten

plug to 19 Nzm (14 ft. lbs.) torque.(21) Lubricate shift arm shaft and install it in

adapter housing (Fig. 123).(22) Position shift arm in adapter housing (Fig.

124). Be sure arm is engaged in shift rails.(23) Align shift arm with shaft and push shaft into

arm.

Fig. 115 Speedometer Gear Installation (2WDModels)

Fig. 116 Reverse Pin Position

Fig. 117 Access Plug Removal/Installation

Fig. 118 Roll Pin Removal/Installation

Fig. 119 Adapter/Extension Housing Installation


(24) Rotate shift arm shaft until set screw holes inshaft and arm are aligned.

(25) Install and tighten shift arm set screw to 38Nzm (28 ft. lbs.) torque (Fig. 125).

(26) Install and tighten restrictor pins to 19 Nzm(14 ft. lbs.) torque (Fig. 125).

Fig. 120 Installing Detent Ball

Fig. 121 Installing Detent Spring

Fig. 122 Installing Detent Access Plug

Fig. 123 Installing Shift Arm Shaft

Fig. 124 Shift Arm Installation

Fig. 125 Set Screw And Restrictor Pin Installation


(27) Install and tighten shift arm shaft access plugto 19 Nzm (14 ft. lbs.) torque (Fig. 126).

(28) Position new shift tower gasket on adapterhousing (Fig 127).

(29) Install shift tower (Fig. 128). Tighten towerattaching bolts to 18 Nzm (13 ft. lbs.) torque.

(30) Install new gasket on backup light switch andinstall switch. Tighten switch to 37 Nzm (27 ft. lbs.)torque.

(31) Install new washer on drain plug. Then installand tighten plug to 37 Nzm (27 ft. lbs.) torque.

(32) If transmission will be filled with gear lubri-cant before installation, place transmission in a levelposition. Then fill with Mopar 75W-90, grade GL-5gear lubricant.

(33) Install new washer on fill plug. Then installand tighten plug to 37 Nzm (27 ft. lbs.) torque.

(34) Install clutch housing and hydraulic concen-tric bearing.

(35) On models with extension housing, install newseal in housing with suitable size installer tool (Fig.129). Lubricate seal lips with petroleum jelly beforeinstallation.

(36) On models with extension housing, installspeedometer driven gear, speedometer adapter andspeed sensor.

Fig. 126 Access Plug Installation

Fig. 127 Shift Tower Gasket Installation

Fig. 128 Shift Tower Installation

Fig. 129 Installing Extension Housing Seal


42RE AUTOMATIC TRANSMISSION

CONTENTS

page page

GENERAL INFORMATION . . . . . . . . . . . . . . . . . 3642RE TRANSMISSION DIAGNOSIS . . . . . . . . . . 4242RE OVERDRIVE UNIT OVERHAUL . . . . . . . . 14642RE IN-VEHICLE SERVICE . . . . . . . . . . . . . . . 77

42RE TRANSMISSION OVERHAUL . . . . . . . . . . 9842RE TRANSMISSION/OVERDRIVE

REMOVAL AND INSTALLATION . . . . . . . . . . . 89

GENERAL INFORMATION

INDEX

page page

Converter Clutch Engagement . . . . . . . . . . . . . . . . 40Converter Drainback Valve . . . . . . . . . . . . . . . . . . 40Electronic Governor Components . . . . . . . . . . . . . 38Gear Ratios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38Governor Pressure Curves . . . . . . . . . . . . . . . . . . 40Overdrive Off Switch . . . . . . . . . . . . . . . . . . . . . . . 40Quick Fill Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

Recommended Fluid . . . . . . . . . . . . . . . . . . . . . . . 38Torque Converter . . . . . . . . . . . . . . . . . . . . . . . . . 38Transmission Changes and Parts

Interchangeability . . . . . . . . . . . . . . . . . . . . . . . . 41Transmission Description . . . . . . . . . . . . . . . . . . . . 36Transmission Identification . . . . . . . . . . . . . . . . . . 38Transmission Shifting . . . . . . . . . . . . . . . . . . . . . . 40

TRANSMISSION DESCRIPTIONThe Chrysler 42RE is a 4-speed, fully automatic

transmission with an electronic governor. It is usedwith 4.0L engines.

Mechanical and hydraulic components in the 42REare similar to those in RH series transmissions. Themain difference involves the method of producinggovernor pressure for shift control. The 42RE useselectronic components to develop governor pressure.A mechanical governor is used to generate governorpressure in the RH series.

First through third gear ranges are provided by theclutches, bands, overrunning clutch and planetarygear sets in the transmission unit. Fourth gear rangeis provided by the overdrive unit which contains anoverdrive clutch, direct clutch, planetary gear set andoverrunning clutch.

The overdrive clutch is applied in fourth gear only.The direct clutch is applied in all ranges exceptfourth gear.

The 42RE valve body transfer plate is different. Itis designed to accept a governor body and differenthydraulic circuitry. The governor pressure solenoidvalve and sensor are mounted in this body. Thetransfer plate channels line pressure to the solenoidvalve through the governor body. It also channelsgovernor pressure from the solenoid valve to the gov-ernor circuit. It is the solenoid valve that developsnecessary governor pressure.

The 42RE overdrive unit is different from previousoverdrive units. It is shorter in length as a result ofeliminating the mechanical governor assembly in-cluding the governor tubes and governor support.

21 - 36 42RE AUTOMATIC TRANSMISSION ZJ

Fig

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42R

EA

utom

atic

Tran

smis

sion

(4

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ZJ 42RE AUTOMATIC TRANSMISSION 21 - 37

TORQUE CONVERTERA three element torque converter is used for all ap-

plications (Fig. 1). Converter elements consist of theturbine, stator and impeller. The converter also con-tains an overrunning clutch and a converter clutchmechanism.

The converter clutch is an electronically controlledmechanism. The clutch provides reduced enginespeed and greater fuel economy when engaged.Clutch engagement also provides reduced transmis-sion fluid temperatures.

The converter clutch is engaged in fourth gear andin third gear when the overdrive control switch is inthe OFF position.

An overrunning clutch is mounted in the statorhub. This one-way clutch prevents the stator fromturning in a direction opposite to engine rotation.This retains the torque multiplication feature of theconverter.

The torque converter is not a serviceable compo-nent. It should be replaced as an assembly when di-agnosis indicates a malfunction has occurred, orwhen a major malfunction causes debris to enter theconverter.

GEAR RATIOSForward Gear ratios for the 42RE transmission

are:• First gear = 2.74:1• Second gear = 1.54:1• Third gear = 1.00:1• Fourth gear = 0.69:1.

RECOMMENDED FLUIDThe only fluid recommended for the 42RE trans-

mission is Mopar ATF Plus, type 7176.Dexron II is not really recommended and should

only be used when ATF Plus is not available.

TRANSMISSION IDENTIFICATIONThe transmission part/identification numbers and

codes are stamped on the left side of the case justabove the oil pan gasket surface (Fig. 2).

The first letter/number group is the assembly partnumber. The next number group the transmissionbuild date. The last number group is the transmis-sion serial number. Refer to this information whenordering replacement parts.

ELECTRONIC GOVERNOR COMPONENTSGovernor pressure is developed and controlled elec-

tronically in the 42RE transmission. Componentsused for development and control of governor pres-sure include:• governor body• new design valve body transfer plate• governor pressure solenoid valve

• governor pressure sensor• fluid temperature thermister• transmission speed sensor• throttle position sensor• transmission control module (TCM)

Governor Pressure Solenoid ValveThe solenoid valve generates the governor pressure

needed for upshifts and downshifts. It is an electro-hydraulic device and is located in the governor bodyon the valve body transfer plate (Fig. 3).

The inlet side of the solenoid valve is exposed tonormal transmission line pressure. The outlet side ofthe valve leads to the valve body governor circuit.

The solenoid valve regulates line pressure to pro-duce governor pressure. The average current sup-plied to the solenoid controls governor pressure. Oneamp current produces zero kPa/psi governor pres-sure. Zero amps sets the maximum governor pres-sure.

The transmission control module (TCM) supplieselectrical power to the solenoid valve. Operating volt-age is 12 volts (DC) and is provided through the bat-tery terminal on the module.

The solenoid is polarity sensitive. The TCM ener-gizes the solenoid by grounding it through the powerground terminal on the transmission control module.

Governor Pressure SensorThe governor pressure sensor measures output

pressure of the governor pressure solenoid valve (Fig.4).

The sensor output signal provides the necessaryfeedback to the transmission control module. Thisfeedback is needed to adequately control governorpressure.

Fig. 2 Transmission Identification Number AndCode Location


Governor Body And Transfer PlateA different transfer plate is used with the 42RE

valve body. The transfer plate is designed to supplytransmission line pressure to the governor pressuresolenoid valve and to return governor pressure. Thegovernor pressure solenoid valve is mounted in thegovernor body. The body is bolted to the lower side ofthe transfer plate (Fig. 5).

Transmission Fluid Temperature ThermisterTransmission fluid temperature readings are sup-

plied to the transmission control module by the ther-mister (Fig. 6). The temperature readings are used tocontrol engagement of the fourth gear overdriveclutch, the converter clutch, and governor pressure.Normal resistance value for the thermister at roomtemperature is approximately 1000 ohms.

The transmission control module (TCM) preventsengagement of the converter clutch and overdrive

clutch, when fluid temperature is below approxi-mately 1°C (30°F).

If fluid temperature exceeds 126°C (260°F), thetransmission control module will cause a 4-3 down-shift and engage the converter clutch. Engagement isaccording to the third gear converter clutch engage-ment schedule.

The overdrive OFF lamp in the instrument panel,also illuminates when the shift back to third occurs.The transmission will not allow fourth gear operationuntil fluid temperature decreases to approximately110°C (230°F).

The thermistor is mounted on the solenoid assem-bly (Fig. 6). It is immersed in transmission fluid atall times.

Transmission Speed SensorThe speed sensor (Fig. 7), is located in the over-

drive gear case. The sensor is positioned over thepark gear and monitors transmission output shaft ro-tating speed. The sensor used with the 42RE trans-mission is the same as is used in Chrysler 41TE and42LE front drive automatic transmissions.

Speed sensor signals are triggered by the park gearlugs as they rotate past the sensor pickup face. Inputsignals from the sensor are sent to the transmissioncontrol module for processing.

The vehicle speed sensor also serves as backup tothe transmission speed sensor. Signals from this sen-sor are shared with the powertrain control module.

Fig. 3 Governor Pressure Solenoid Valve

Fig. 4 Governor Pressure Sensor

Fig. 5 Governor Body

Fig. 6 Thermister Location

Fig. 7 Transmission Speed Sensor


Throttle Position Sensor (TPS)The TPS provides throttle position input signals to

both the transmission control module and powertraincontroller. This input signal is used to determineoverdrive and converter clutch shift schedule and toselect the proper governor curve.

Transmission Control Module (TCM)The TCM controls operation of the converter clutch,

overdrive clutch, and governor pressure solenoid.The control module determines transmission shift

points based on input signals from the transmissionthermistor, transmission output shaft speed sensor,crankshaft position sensor, vehicle speed sensor andthrottle position sensor.

Operating voltage is supplied through the batteryterminal on the control module. The ignition voltagesignal is supplied through a terminal on the ABScontrol module.

The DRB scan tool can be used to check operationof the control module and transmission electricalcomponents. The diagnostic connector (for the scantool) is located under the driver side of the instru-ment panel. The connector has a 6-way terminal andis blue in color.

GOVERNOR PRESSURE CURVESThere are four governor pressure curves pro-

grammed into the transmission control module. Thedifferent curves allow the control module to adjustgovernor pressure for varying conditions.

One curve is used for operation when fluid temper-ature is at, or below 10°C (50°F).

A second curve is used when fluid temperature isat, or above 10°C (50°F) during normal city, or high-way driving.

A third curve is used during wide open throttle op-eration. The fourth curve is used when driving withthe transfer case in low range.

TRANSMISSION SHIFTINGShift valve operation with the electronic governor

is basically unchanged. The 1-2 and 2-3 upshift se-quence occurs exactly the same as in non-electronicgovernor transmissions.

The shift valves are still moved by a combination ofthrottle and governor pressure. The only real differ-ence is that governor pressure is generated by elec-trical components instead of a mechanical valve andweight assembly.

The conditions under which a shift to fourth willnot occur, also remain the same. These being:• shift to third not yet completed• overdrive switch is in OFF position• vehicle speed too low for 3-4 shift to occur• transmission fluid temperature is below 10°C(50°F) or above 121°C (250°F).

CONVERTER CLUTCH ENGAGEMENTThe torque converter clutch is engaged by the

clutch solenoid on the valve body. The clutch can beengaged in third and fourth gear ranges dependingon overdrive control switch position.

If the overdrive control switch is in the normal ONposition, the clutch will engage after the shift tofourth gear, and above approximately 72 km/h (45mph).

If the control switch is in the OFF position, theclutch will engage after the shift to third gear, at ap-proximately 56 km/h (35 mph) at light throttle.

OVERDRIVE OFF SWITCHThe overdrive Off switch is located in the instru-

ment panel. The switch is a momentary contact de-vice that signals the TCM to toggle current status ofthe overdrive function. At key-on, overdrive operationis allowed.

Pressing the switch once causes the overdrive Offmode to be entered and the overdrive Off switchlamp to be illuminated. Pressing the switch a secondtime causes normal overdrive operation to be re-stored and the overdrive lamp to be turned off.

The normal position for the control switch is theON position. The switch must be in this position toenergize the solenoid and allow a fourth gear upshift.

The control switch has an indicator light. The lightilluminates when the overdrive switch is turned tothe OFF position, or when illuminated by the trans-mission control module.

The control switch indicator light is also used tosignal fault flash codes for diagnostic purposes.

QUICK FILL VALVEThe 3-4 quick fill valve provides faster engagement

of the overdrive clutch during 3-4 upshifts. The valvetemporarily bypasses the clutch piston feed orifice atthe start of a 3-4 upshift. This exposes a larger pas-sage into the piston retainer resulting in a muchfaster clutch fill and apply sequence.

The quick fill valve does not bypass the regularclutch feed orifice throughout the 3-4 upshift. In-stead, once a predetermined pressure develops withinthe clutch, the valve closes the bypass. Clutch fill isthen completed through the regular feed orifice.

CONVERTER DRAINBACK VALVEThe drainback valve is located in the transmission

cooler outlet (pressure) line. The valve prevents fluidfrom draining from the converter into the cooler andlines when the vehicle is shut down for lengthy peri-ods.

Production valves have a hose nipple at one end,while the opposite end is threaded for a flare fitting.Some early valves have hose nipples at both ends. All


valves have an arrow mark (or similar mark) to in-dicate direction of flow through the valve.

TRANSMISSION CHANGES AND PARTSINTERCHANGEABILITY

1995 transmissions are similar to previous modelsbut only in appearance. Current transmissions aredimensionally different and have different hydrauliccircuitry. Do not interchange parts.

Transmission changes affect the governor weightassembly, low-reverse drum, front annulus, boostvalve tube retainer, fluid cooling system, and valvebody check balls.

The thrust plate and front annulus have changed.The thrust plate now has two locating tabs and the

annulus support hub has been remachined to accom-modate the new plate tabs.

Plastic check balls are now used in some valve bod-ies. The new check balls entered production as a run-ning change. The plastic and steel check balls are notinterchangeable.

A converter drainback check valve has been addedto the fluid cooler system. The one-way valve is lo-cated in the transmission outlet (pressure) line. Thevalve prevents fluid drainback when the vehicle isparked for lengthy periods.

The boost valve tube retainer has been lengthenedand an extra tab added to better secure the tube.


42RE TRANSMISSION DIAGNOSIS

INDEX

page page

Air Testing Transmission Clutch and BandOperation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

Analyzing the Road Test . . . . . . . . . . . . . . . . . . . . 44Causes of Burned Fluid . . . . . . . . . . . . . . . . . . . . . 43Checking Fluid Level and Condition . . . . . . . . . . . . 42Converter Housing Fluid Leak Diagnosis . . . . . . . . 49Converter Stall Test . . . . . . . . . . . . . . . . . . . . . . . . 47Diagnosis and Hydraulic Flow Charts . . . . . . . . . . . 51Diagnosis Procedures . . . . . . . . . . . . . . . . . . . . . . 42Diagnostic Trouble Flash Codes . . . . . . . . . . . . . . 44

Effects of Incorrect Fluid Level . . . . . . . . . . . . . . . 43Fluid Contamination . . . . . . . . . . . . . . . . . . . . . . . 43Hydraulic Pressure Test . . . . . . . . . . . . . . . . . . . . 45Overdrive Electrical Controls . . . . . . . . . . . . . . . . . 43Preliminary Diagnosis . . . . . . . . . . . . . . . . . . . . . . 42Road Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44Stall Test Analysis . . . . . . . . . . . . . . . . . . . . . . . . . 48Transmission Throttle Valve and Shift Cables . . . . . 44

DIAGNOSIS PROCEDURESBegin diagnosis by checking the easily accessible

items such as fluid level, fluid condition and throttlecable/shift linkage adjustments. A road test will de-termine if further diagnosis is necessary.

Procedures outlined in this section should be per-formed in the following sequence to realize the mostaccurate results:

(1) Preliminary diagnosis(2) Fluid Level and condition(3) Leak tests (if fluid level is low)(4) Linkage Adjustment(5) Overdrive control switch test(6) Road test(7) Stall test(8) Hydraulic pressure test(9) Air pressure tests(10) Analyze test results and consult diagnosis

charts

PRELIMINARY DIAGNOSISTwo basic procedures are required. One procedure

for vehicles that are driveable and an alternate pro-cedure for disabled vehicles (will not back up or moveforward).

VEHICLE IS DRIVEABLE(1) Check for TCM fault codes with DRB scan tool,

or with fault flash codes at lamp in overdrive Offswitch.

(2) Check fluid level and condition.(3) Adjust throttle and gearshift linkage if com-

plaint was based on delayed, erratic, or harsh shifts.(4) Road test and note how transmission upshifts,

downshifts and engages.(5) Perform stall test if complaint is based on slug-

gish acceleration. Or, if abnormal throttle opening isneeded to maintain normal speeds with a properlytuned engine.

(6) Perform hydraulic pressure test if shift prob-lems were noted during road test.

(7) Perform air pressure test to check clutch-bandoperation.

VEHICLE IS DISABLED(1) Check fluid level and condition.(2) Check for broken, disconnected, binding throt-

tle valve cable, or lever.(3) Check for cracked, leaking cooler lines, or loose,

missing pressure port plugs.(4) Raise vehicle, start engine, shift transmission

into gear and note following:(a) If propeller shafts turn but wheels do not,

problem is with differential or axle shafts.(b) If propeller shafts do not turn and transmis-

sion is noisy, stop engine. Remove oil pan, andcheck for debris. If pan is clear, remove transmis-sion and check for damaged drive plate, converter,oil pump or input shaft.

(c) If propeller shafts do not turn and transmis-sion is not

noisy, perform hydraulic pressure test to deter-mine if problem is a hydraulic or mechanical.

CHECKING FLUID LEVEL AND CONDITION(1) Place vehicle on level surface. This is important

for an accurate reading.(2) Do not check level until fluid is at normal hot

operating temperature of approximately 180°F. Thisis necessary to avoid false readings which could pro-duce under or over fill condition.

(3) Start and run engine at curb idle speed and ap-ply parking brakes.

(4) Shift transmission through all gear ranges andback to Neutral.

(5) Clean top of filler tube and dipstick to keep dirtout of tube.

(6) Remove dipstick and check fluid level as fol-lows:

(a) Dipstick has three fluid level indicatingmarks which are a MIN dot mark, an OK markand a MAX fill arrow mark:

21 - 42 42RE TRANSMISSION DIAGNOSIS ZJ

(b) Correct level is to Full, or MAX arrow markon dipstick. This is correct maximum hot fluidlevel. Acceptable level is between OK mark andmax arrow mark on dipstick.

(c) If level is at, or below MIN/ADD level, addonly enough fluid to restore correct level. MoparATF Plus, type 7176 is the required fluid.

CAUTION: Do not overfill the transmission. Overfill-ing may cause leakage out the pump vent whichcan be mistaken for a pump seal leak. In addition,overfilling will also cause fluid aeration and foam-ing as the excess fluid is picked up and churned bythe gear train. This will reduce the life of the fluidsignificantly.

(7) Check fluid condition. Fluid color should rangefrom dark rad to pink and be free of particles andsludge.

(a) If fluid is discolored, or smells burned buttransmission operation was OK, flush cooler andlines and change fluid and filter. Then road testagain to confirm proper operation.

(b) If fluid is black, dark brown, turned tosludge, contains extensive amount of metal or fric-tion material particles, transmission will need over-haul (especially if shift problems were evidentduring road test).

EFFECTS OF INCORRECT FLUID LEVELA low fluid level allows the pump to take in air

along with the fluid. Air in the fluid will cause fluidpressures to be low and develop slower than normal.

If the transmission is overfilled, the gears churnthe fluid into foam, aerating the fluid and causingthe same conditions that occur with a low level. Ineither case, air bubbles cause fluid overheating, oxi-dation and varnish buildup which interferes withvalve, clutch and servo operation.

Foaming also causes fluid expansion which can re-sult in fluid overflow from the transmission vent orfill tube. Fluid overflow can easily be mistaken for aleak if inspection is not careful.

CAUSES OF BURNED FLUIDBurned, discolored fluid is a result of overheating

which has two primary causes.The first cause is a result of restricted fluid flow

through the main and/or auxiliary cooler. This condi-tion is usually the result of a faulty or improperly in-stalled drainback valve, a damaged main cooler, orsevere restrictions in the coolers and lines caused bydebris.

The second primary cause is heavy duty operationwith a vehicle not properly equipped for this type ofoperation. Trailer towing or similar high load opera-tion will overheat the transmission fluid if the vehi-cle is improperly equipped. Such vehicles should have

an auxiliary transmission fluid cooler, a heavy dutycooling system, and the engine/axle ratio combinationneeded to handle heavy loads.

FLUID CONTAMINATIONFluid contamination is generally a result of:

• adding incorrect fluid• failure to clean dipstick and fill tube when check-ing level• engine coolant entering fluid• internal failure that generates debris• overheat that generates sludge (fluid breakdown)• failure to reverse flush cooler and lines after re-pair• failure to replace contaminated converter duringrepair

The use of non-recommended fluids can result intransmission failure. The usual results are erraticshifts, slippage, abnormal wear and eventual failuredue to fluid breakdown and sludge formation. Avoidthis condition by using recommended fluids only.

The dipstick cap and fill tube should be wipedclean before checking fluid level. Dirt, grease andother foreign material on the cap and tube could fallinto the tube if not removed beforehand. Take thetime to wipe the cap and tube clean before withdraw-ing the dipstick.

Engine coolant in the transmission fluid is gener-ally caused by a cooler malfunction. The only remedyis to replace the radiator as the cooler in the radiatoris not a serviceable part. If coolant has circulatedthrough the transmission for some time, an overhaulmay also be necessary; especially if shift problemshad developed.

The transmission cooler and lines should be reverseflushed whenever a malfunction generates sludgeand/or debris. The torque converter should also be re-placed at the same time.

Failure to flush the cooler and lines will result inre-contamination and a shop comeback. Flushing ap-plies to auxiliary coolers as well. The torque con-verter and drainback valve should also be replacedwhenever a failure generates sludge and debris. Thisis necessary because converter flushing procedureswill not remove all of the contaminants.

OVERDRIVE ELECTRICAL CONTROLSThe electrical controls governing the shift into

fourth gear consist of the overdrive off switch in theinstrument panel and the overdrive solenoid on thevalve body.

The overdrive off switch, valve body solenoid, caseconnectors and related wiring can all be tested witha 12 volt test lamp or a volt/ohmmeter. Check conti-nuity of each component when diagnosis indicatesthis is necessary.

ZJ 42RE TRANSMISSION DIAGNOSIS 21 - 43

Switch and solenoid continuity should be checkedwhenever the transmission fails to shift into fourthgear range.

DIAGNOSTIC TROUBLE FLASH CODESDiagnostic trouble flash codes are provided for di-

agnosis purposes. The lamp in the overdrive offswitch is used to signal the various flash codes.

The flash codes and type of fault indicated are out-lined in the Flash Code Chart (Fig. 1).

To view flash codes, proceed as follows:(a) Turn ignition key on and off three times.

Then leave overdrive off switch in normal overdrive(on) position.

(b) Immediately begin counting number offlashes displayed by overdrive off switch indicatorlamp.

(c) Flash codes will correspond to powertraincontrol module in duration and spacing.

(d) A code 55 identifies end of flash code trans-mission

TRANSMISSION THROTTLE VALVE AND SHIFTCABLES

Transmission throttle cable adjustment is impor-tant to proper operation. This adjustment positions

the valve body throttle valve which controls shiftspeed, quality and part throttle downshift sensitivity.

If cable setting is too short, early shifts and slip-page between shifts may occur. If the setting is toolong, shifts may be delayed and part throttle down-shifts may be very sensitive. Refer to the In-VehicleService section for adjustment procedure.

Shift cable adjustment is important because it po-sitions the valve body manual valve. Incorrect adjust-ment will cause creep in Neutral, premature clutchwear, delayed engagement in all gear ranges, or a no-start in Park or Neutral.

Proper operation of the park/neutral positionswitch will provide a quick check of linkage adjust-ment. Refer to the In-Vehicle Service section for link-age adjustment procedure.

ROAD TESTINGBefore road testing, be sure the fluid level and all

cable adjustments have been checked and reset ifnecessary. Observe engine performance during theroad test. A poorly tuned engine will not allow an ac-curate analysis of transmission operation.

Operate the transmission in all gear ranges. Checkfor shift variations and engine flare, which indicatesslippage. Note if shifts are harsh, spongy, delayed,early, or if part throttle downshifts are sensitive.

Slippage indicated by engine flare, usually meansclutch, band or overrunning clutch problems. If thecondition is advanced, an overhaul may be necessaryto restore normal operation.

A slipping clutch or band can often be determinedby comparing which internal units are applied in thevarious gear ranges. The Clutch and Band Applica-tion chart (Fig. 2) provides a basis for analyzing roadtest results.

ANALYZING THE ROAD TESTRefer to the Clutch and Band Application chart

(Fig. 2) and note which elements are in use in thevarious gear ranges.

Note that the rear clutch is applied in all forwardranges (D, 2, 1). The transmission overrunning clutchis applied in first gear (D, 2 and 1 ranges) only. Therear band is applied in 1 and R range only.

Note that the overdrive clutch is applied only infourth gear and the overdrive direct clutch and over-running clutch are applied in all ranges except fourthgear.

For example: If slippage occurs in first gear in Dand 2 range but not in 1 range, the transmissionoverrunning clutch is faulty. Similarly, if slippage oc-curs in any two forward gears, the rear clutch is slip-ping.

Applying the same method of analysis, note thatthe front and rear clutches are applied simulta-neously only in D range third and fourth gear. If the

Fig. 1 42RE DIAGNOSTIC TROUBLE FLASH CODECHART


transmission slips in third gear, either the frontclutch or the rear clutch is slipping.

If the transmission slips in fourth gear but not inthird gear, the overdrive clutch is slipping. By select-ing another gear which does not use these clutches,the slipping unit can be determined. For example, ifthe transmission also slips in Reverse, the frontclutch is slipping. If the transmission does not slip inReverse, the rear clutch is slipping.

If slippage occurs during the 3-4 shift or only infourth gear, the overdrive clutch is slipping. Simi-larly, if the direct clutch were to fail, the transmis-sion would lose both reverse gear and overrunbraking in 2 position (manual second gear). If thetransmission slips in any other two forward gears,the transmission rear clutch is probably slipping.

If the transmission will not shift to fourth gear, thecontrol switch, overdrive solenoid or related wiringmay also be the problem cause.

This process of elimination can be used to identifya slipping unit and check operation. Proper use ofthe Clutch and Band Application Chart is the key.

Although road test analysis will help determine theslipping unit, the actual cause of a malfunction usu-ally cannot be determined until hydraulic and airpressure tests are performed. Practically any condi-tion can be caused by leaking hydraulic circuits orsticking valves.

Unless a malfunction is obvious, such as nodrive in D range first gear, do not disassemblethe transmission. Perform the hydraulic andair pressure tests to help pinpoint the problemcause.

HYDRAULIC PRESSURE TESTHydraulic test pressures range from a low of one

psi (6.895 kPa) governor pressure, to 300 psi (2068kPa) at the rear servo pressure port in reverse.

An accurate tachometer and test gauges are re-quired for the pressure test. Test Gauge C-3292 has a100 psi range and is used at the accumulator, gover-nor, front servo, and overdrive pressure ports. TestGauge C-3293-SP has a 300 psi range and is used atthe rear servo port where pressures range from 250to 290 psi. In cases where two test gauges are re-quired, the 300 psi gauge can be used at any of theother test ports.

PRESSURE TEST PORT LOCATIONSTest ports are located at both sides of the transmis-

sion case (Fig. 3).Line pressure is checked at the accumulator port

on the right side of the case. The front servo pressureport is at the right side of the case just behind thefiller tube opening.

The rear servo and governor pressure ports are atthe right rear of the transmission case. The overdriveclutch pressure port is at the left rear of the case(Fig. 3).

HYDRAULIC PRESSURE TEST PROCEDURE

Test One—Transmission In 1 RangeThis test checks pump output, pressure regu-

lation, and condition of the rear clutch andservo circuit. Test Gauges C-3292 and C-3293-SP

Fig. 2 Clutch And Band Application Chart


are required for this test. Gauge C-3292 has a100 psi range. Gauge C-3293-SP has a 300 psirange.

(1) Connect tachometer to engine. Position tachom-eter so it can be observed from driver seat if helperwill be operating engine. Raise vehicle on hoist thatwill allow rear wheels to rotate freely.

(2) Connect 100 psi Gauge C-3292 to accumulatorport. Then connect 300 psi Gauge C-3293-SP to rearservo port (Fig. 3).

(3) Disconnect throttle and gearshift cables fromlevers on transmission valve body manual shaft.

(4) Have helper start and run engine at 1000 rpm.(5) Move transmission shift lever fully forward into

1 range.(6) Gradually move transmission throttle lever

from full forward to full rearward position and notepressures on both gauges:

(a) Line pressure at accumulator port should be54-60 psi (372-414 kPa) with throttle lever forwardand gradually increase to 90-96 psi (621-662 kPa)as throttle lever is moved rearward.

(b) Rear servo pressure should be same as linepressure within 3 psi (20.68 kPa).

Test Two—Transmission In 2 RangeThis test checks pump output, line pressure

and pressure regulation. Use 100 psi Test GaugeC-3292 for this test.

(1) Leave vehicle in place on hoist and leave TestGauge C-3292 connected to accumulator port.

(2) Have helper start and run engine at 1000 rpm.(3) Move transmission shift lever one detent rear-

ward from full forward position. This is 2 range.(4) Move transmission throttle lever from full for-

ward to full rearward position and read pressure ongauge:

(5) Line pressure should be 54-60 psi (372-414kPa) with throttle lever forward and gradually in-crease to 90-96 psi (621-662 kPa) as lever is movedrearward.

Test Three—Transmission In D Range Third GearThis test checks pressure regulation and con-

dition of the clutch circuits. Use both pressureTest Gauges C-3292 and C-3293-SP for this test.

(1) Turn OD switch off.(2) Leave vehicle on hoist and also leave Gauge

C-3292 in place at accumulator port.(3) Move Gauge C-3293-SP over to front servo port

for this test.(4) Have helper start and run engine at 1600 rpm

for this test.(5) Move transmission shift lever two detents rear-

ward from full forward position. This is D range.(6) Read pressures on both gauges as transmission

throttle lever is gradually moved from full forward tofull rearward position:

(a) Line pressure at accumulator in D rangethird gear, should be 54-60 psi (372-414 kPa) withthrottle lever forward and increase as lever ismoved rearward.

(b) Front servo pressure in D range third gear,should be within 3 psi (21 kPa) of line pressure upto kickdown point.

Test Four—Transmission In ReverseThis test checks pump output, pressure regu-

lation and the front clutch and rear servo cir-cuits. Use 300 psi Test Gauge C-3293-SP for thistest.

(1) Leave vehicle on hoist and leave gauge C3292in place at accumulator port.

(2) Move 300 psi Gauge C-3293-SP back to rearservo port.

(3) Have helper start and run engine at 1600 rpmfor test.

(4) Move transmission shift lever four detents rear-ward from full forward position. This is Reverserange.

Fig. 3 Pressure Test Port Locations


(5) Move transmission throttle lever fully forwardthen fully rearward and note reading at GaugeC-3293-SP.

(6) Pressure should be 145 - 175 psi (1000-1207kPa) with throttle lever forward and increase to 230 -280 psi (1586-1931 kPa) as lever is gradually movedrearward.

Test Five—Governor PressureThis test checks governor operation by mea-

suring governor pressure response to changesin vehicle speed. It is usually not necessary tocheck governor operation unless shift speedsare incorrect or if the transmission will notdownshift. The test should be performed on ahoist that will allow the rear wheels to rotatefreely.

(1) Move 100 psi Test Gauge C-3292 to governorpressure port (Fig. 3).

(2) Move transmission shift lever two detents rear-ward from full forward position. This is D range.

(3) Have helper start and run engine at curb idlespeed. Then firmly apply service brakes so wheelswill not rotate.

(4) Note governor pressure:(a) Governor pressure should be no more than

20.6 kPa (3 psi) at curb idle speed and wheels notrotating.

(b) If pressure exceeds 20.6 kPa (3 psi), a faultexists in governor pressure control system.(5) Release brakes, slowly increase engine speed,

and observe speedometer and pressure test gauge.Governor pressure should increase in proportion tovehicle speed. Or approximately 6.89 kPa (1 psi) forevery 1 mph.

(6) Pressure rise should be smooth and drop backto no more than 20.6 kPa (3 psi) after engine returnsto curb idle and brakes are applied to prevent wheelsfrom rotating.

(7) Compare results of pressure test with analysischart (Fig. 4).

Test Six—Transmission In Overdrive Fourth GearThis test checks line pressure at the over-

drive clutch in fourth gear range. Use 300 psiTest Gauge C-3292 for this test. The test shouldbe performed on the road or on a chassis dyno.

(1) Remove tachometer. It will not be used for thistest.

(2) Move 300 psi Gauge to overdrive clutch pres-sure test port. Then remove other gauge and reinstalltest port plug.

(3) Lower vehicle.(4) Turn OD switch on.(5) Secure test gauge so it can be viewed from driv-

ers seat.(6) Start engine and shift into D range.(7) Increase vehicle speed gradually until 3-4 shift

occurs and note gauge pressure.(8) Pressure should be 469-496 kPa (68-72 psi)

with closed throttle and increase to 620-827 kPa (90-120 psi) at 1/2 to 3/4 throttle. Note that pressure canincrease to around 896 kPa (130 psi) at full throttle.

(9) Return to shop or move vehicle off chassisdyno.

CONVERTER STALL TESTStall testing involves determining maximum engine

rpm obtainable at full throttle with the rear wheelslocked and the transmission in D range. This testchecks the holding ability of the converter overrun-ning clutch and both of the transmission clutches.When stall testing is completed, refer to the StallSpeed Analysis.

WARNING: NEVER ALLOW ANYONE TO STAND DI-RECTLY IN LINE WITH THE VEHICLE FRONT ORREAR DURING A STALL TEST. ALWAYS BLOCKTHE WHEELS AND APPLY THE SERVICE ANDPARKING BRAKES DURING THE TEST.

Fig. 4 Pressure Test Analysis Chart


STALL TEST PROCEDURE(1) Connect tachometer to engine. Position tachom-

eter so it can be viewed from driver seat.(2) Check transmission fluid level. Add fluid if nec-

essary.(3) Drive vehicle to bring transmission fluid up to

normal operating temperature. Vehicle can be drivenon road, or on chassis dyno if shop is so equipped.

(4) Block front wheels.(5) Fully apply service and parking brakes.(6) Open throttle completely and record maximum

engine rpm registered on tachometer. It takes 4-10seconds to reach max rpm. However, once maxrpm has been achieved, do not hold wide openthrottle for more than 4-5 seconds.

CAUTION: Stalling the converter causes a rapid in-crease in fluid temperature. To avoid fluid overheat-ing, hold the engine at maximum rpm for no morethan 5 seconds. If engine exceeds 2300 rpm duringthe test, release the accelerator pedal immediately;transmission clutch slippage is occurring.

(7) Stall speeds should be in 1800-2300 rpm range.(8) If a second stall test is required, cool fluid

down before proceeding. Shift into Neutral and runengine at 1000 rpm for 20-30 seconds to cool fluid.

(9) Refer to Stall Test Analysis.

STALL TEST ANALYSIS

STALL SPEED TOO HIGHIf stall speed exceeds 2300 rpm, transmission

clutch slippage is indicated.

STALL SPEED LOWLow stall speeds with a properly tuned engine in-

dicate a torque converter overrunning clutch prob-lem. The condition should be confirmed by roadtesting before to converter replacement.

Stall speeds 250-350 rpm below normal indicatesthe converter overrunning clutch is slipping. The ve-hicle will also exhibit poor acceleration but operatenormally once highway cruise speeds are reached.Torque converter replacement will be necessary.

STALL SPEED NORMAL BUT ACCELERATIONPOOR

If stall speeds are normal (1800-2300 rpm) but ab-normal throttle opening is required for acceleration,or to maintain cruise speed, the converter overrun-ning clutch is seized. The torque converter will haveto be replaced.

CONVERTER NOISE DURING TESTA whining noise caused by fluid flow is normal dur-

ing a stall test. However, loud metallic noises indi-cate a damaged converter. To confirm that noise is

originating from the converter, operate the vehicle atlight throttle in Drive and Neutral on a hoist and lis-ten for noise coming from the converter housing.

AIR TESTING TRANSMISSION CLUTCH AND BANDOPERATION

Air pressure testing can be used to check transmis-sion front/rear clutch and band operation with thetransmission either in the vehicle, or on the workbench as a final check after overhaul.

Air pressure testing requires that the oil pan andvalve body be removed from the transmission. Theservo and clutch apply passages are shown in Figure5.

FRONT CLUTCH AIR TESTPlace one or two fingers on the clutch housing and

apply air pressure through front clutch apply passage(Fig. 5). Piston movement can be felt and a soft thudheard as the clutch applies.

REAR CLUTCH AIR TESTPlace one or two fingers on the clutch housing and

apply air pressure through rear clutch apply passage.Piston movement can be felt and a soft thud heard asthe clutch applies.

FRONT SERVO AIR TESTApply air pressure to the front servo apply passage.

The servo rod should extend and cause the band totighten around the drum. Spring tension should re-lease the servo when air pressure is removed.

REAR SERVO AIR TESTApply air pressure to the rear servo apply passage.

The servo rod should extend and cause the band to

Fig. 5 Air Pressure Test Passages


tighten around the drum. Spring tension should re-lease the servo when air pressure is removed.

CONVERTER HOUSING FLUID LEAK DIAGNOSISWhen diagnosing converter housing fluid leaks, two

items must be established before repair. First, itmust be verified that a leak condition actually exists.And second, the true source of the leak must be de-termined.

Some suspected converter housing fluid leaks maynot be leaks at all. They may only be the result ofresidual fluid in the converter housing, or excessfluid spilled during factory fill or refill after repair.

Converter housing leaks have several potentialsources. Through careful observation, a leak sourcecan be identified before removing the transmissionfor repair.

Pump seal leaks tend to move along the drive huband onto the rear of the converter. Pump O-ring orpump body leaks follow the same path as a seal leak(Fig. 6).

Pump vent or pump attaching bolt leaks are gener-ally deposited on the inside of the converter housingand not on the converter itself (Fig. 6).

Pump seal or gasket leaks usually travel down theinside of the converter housing.

Front band lever shaft plug leaks are generally de-posited on the housing and not on the converter.

LEAK DIAGNOSIS PROCEDURE(1) Raise rear of vehicle and allow accumulated

fluid to drain out of converter housing.(2) Check and adjust transmission fluid level.(3) Raise vehicle. Remove converter housing dust

cover and wipe as much fluid as possible from con-verter housing.

(4) Fabricate test probe (Fig. 7). Attach probe toconverter housing with a dust shield bolt.

(5) Have a helper run engine at 2500 rpm (withtransmission in Neutral) for two minutes; then stopengine.

(6) Inspect test probe and converter housing. Ifleak is evident, note color of fluid:

(a) If fluid is red/pink, leak is from transmissionpart. Proceed with diagnosis.

(b) If fluid is brown or green, oil leak is from en-gine. Refer to engine leak diagnosis procedures inGroup 9.(7) Determine where transmission fluid is leaking

from:(a) If probe upper surface is wet with trans-

mission fluid, converter or seal are at fault.Fluid across probe upper surface indicatesconverter or seal leak.

(b) If transmission fluid is leaking under probe,it is coming from pump housing area (Fig. 8).(8) Fluid leaking under probe could be from: pump

seal and/or bushing, pump vent, front band levershaft access plug, pump bolts, or porous spots inpump body or transmission case (Fig. 8).

Fig. 6 Converter Housing Leak Paths

Fig. 7 Converter Housing Leak Test Probe

Fig. 8 Pump Area Inspection Points


(9) If porous spots in transmission case or pumpbody are suspected leak source, pressurize transmis-sion as described in Leak Testing With Air Pressure.

TORQUE CONVERTER LEAK POINTSPossible sources of converter leaks are: (a) leaks at

the weld joint around the outside diameter weld and(b) leaks at the converter hub weld (Fig. 9).

LEAK TESTING WITH AIR PRESSUREThis test involves closing off all openings and pres-

surizing the transmission to 8 psi with Air Pump7700.

A soapy water solution is applied to suspected leakpoints before and during the pressure test. Leaks willbe indicated by the presence of air bubbles comingthrough the solution.

Some transmission openings such as the fill tubeand front cooler line fitting can be closed off with arubber plug or similar device. Plugs can secured withwire or duct tape.

The transmission rear output shaft opening isclosed off simply by leaving the transfer case boltedin place. However, if the transfer case has been re-moved, a shipping plug can used to close off thisopening.

The torque converter hub opening in the pump andthe pump vent require special tools to close them off.The converter hub seal cap is made from thin walltube and a 3.17 mm (1/8 in.) thick disc (Fig. 10). Aretaining strap is needed to secure the seal cup fortesting. The strap can be made from 31.75 mm (1-1/4in.) wide stock (Fig. 11). The strap attaching hole po-sitions are approximate only. Measure hole positionon the converter housing before drilling.

The pump vent tool is made from 6.35 mm (1/4 in.)rod and 4.76 mm (3/16 in.) plate (Fig. 12).

The fabricated tools can all be made from mildsteel or aluminum stock.

AIR PRESSURE LEAK TEST PROCEDURE(1) Install vent plug, converter hub seal cup and

cup retaining strap (Fig. 13).

CAUTION: Be sure the surfaces of the hub seal cupare smooth and free of nicks, scratches, or burrs.Surface irregularities on the cup will damage thepump seal if not removed. Sand and/polish the cupwith 400 grit sandpaper or crocus cloth to smooththe surface if necessary.

Fig. 9 Converter Potential Leak Points

Fig. 10 Converter Hub Seal Cup

Fig. 11 Seal Cup Retaining Strap

Fig. 12 Pump Vent Plug


(2) Close off remaining transmission openings withrubber plugs, or stoppers or similar devices. Do notclose off rear cooler line fitting. Hand operatedair pump will be attached to this fitting.

(3) Attach Air Pump 7700 to rear cooler line fit-ting. Connect a length of copper tube to fitting. Thenattach pump hose to tube with hose clamp (Fig. 14).

(4) Apply a thick soapy water solution to suspectedleak areas.

CAUTION: The recommended test pressure is 8 psi.The maximum allowable test pressure is 10 psi. Donot exceed specified pressure.

(5) Pressurize transmission to 8 psi with air pump.(6) Observe suspected leak areas. Air bubbles ap-

pearing in soapy water solution indicate leak points.(7) Remove test tools and plugs after test comple-

tion and make necessary repairs as described in LeakCorrection procedure.

CONVERTER HOUSING AREA LEAKCORRECTION

(1) Remove converter.(2) Tighten front band adjusting screw until band

is tight around front clutch retainer. This preventsfront/rear clutches from coming out when oil pump isremoved.

(3) Remove oil pump and remove pump seal. In-spect pump housing drainback and vent holes for ob-structions. Clear holes with solvent and wire.

(4) Inspect pump bushing and converter hub. Ifbushing is scored, replace it. If converter hub isscored, either polish it with crocus cloth or replaceconverter if scoring is severe.

(5) Install new pump seal, O-ring, gasket, bushing.Replace oil pump if cracked, porous or damaged inany way.

(6) Loosen front band lever shaft access plug threeturns. Apply Mopar silicone sealant, or Permatex No.2 or equivalent to plug threads and tighten plug to17 Nzm (150 in-lbs) torque.

(7) Adjust front band.(8) Lubricate pump seal and converter hub with

transmission fluid or petroleum jelly and install con-verter.

(9) Install transmission and converter housingdust shield.

(10) Lower vehicle.

DIAGNOSIS AND HYDRAULIC FLOW CHARTSThe diagnosis charts are generic. They apply to RE

and RH transmissions equally except for RH me-chanical governor fault information. The charts pro-vide information on transmission, overdrive, andconverter faults.

The flow charts outline hydraulic circuitry for alloperating ranges including park and neutral. Circuitflow for converter clutch application in fourth gear isalso provided.

Fig. 13 Vent Plug And Hub Seal Cup Installation

Fig. 14 Typical Method Of PressurizingTransmission


















OVERDRIVE DIAGNOSIS


OVERDRIVE DIAGNOSIS


OVERDRIVE DIAGNOSIS


TORQUE CONVERTER DIAGNOSIS






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42RE IN-VEHICLE SERVICE

INDEX

page page

Aluminum Thread Repair . . . . . . . . . . . . . . . . . . . . 87Converter Drainback Check Valve Service . . . . . . . 86Fluid and Filter Change . . . . . . . . . . . . . . . . . . . . . 77Front Band Adjustment . . . . . . . . . . . . . . . . . . . . . 80Gearshift Cable Adjustment . . . . . . . . . . . . . . . . . . 79Oil Pump Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . 77Park Interlock Cable Adjustment . . . . . . . . . . . . . . 79Park Lock Service . . . . . . . . . . . . . . . . . . . . . . . . . 77Park/Neutral Position Switch . . . . . . . . . . . . . . . . . 82Rear Band Adjustment . . . . . . . . . . . . . . . . . . . . . 80Recommended Fluid . . . . . . . . . . . . . . . . . . . . . . . 77

Refilling After Overhaul or Fluid/Filter Change . . . . 78Speedometer Service . . . . . . . . . . . . . . . . . . . . . . 81Transmission Control Module (TCM) Service . . . . . 84Transmission Cooler Flow Testing . . . . . . . . . . . . . 87Transmission Cooler Line and Fitting Service . . . . . 85Transmission Cooler Replacement . . . . . . . . . . . . . 87Transmission Cooler Reverse Flushing . . . . . . . . . 87Transmission Fluid Level Check . . . . . . . . . . . . . . 77Transmission Throttle Valve Cable Adjustment . . . . 78Valve Body Service . . . . . . . . . . . . . . . . . . . . . . . . 82

PARK LOCK SERVICEThe park lock components are located within the

overdrive unit and cannot be serviced in the vehicle.The overdrive unit must be removed and disassem-bled for access to the park lock components.

Refer to the sections dealing with transmission/overdrive removal, installation and overhaul sectionsfor overdrive unit repair procedures.

OIL PUMP SEALThe transmission and torque converter must be re-

moved for access to the oil pump seal. Oil pump sealreplacement procedures are described in the Trans-mission Removal/Installation section.

RECOMMENDED FLUIDThe recommended and preferred fluid for 42RE

transmissions is Mopar ATF Plus, type 7176.Dexron II fluid is not really recommended and

should only be used when ATF Plus is not available.

TRANSMISSION FLUID LEVEL CHECKTransmission fluid level should be checked monthly

under normal operation. If the vehicle is used fortrailer towing or similar heavy load hauling, checkfluid level and condition weekly.

Fluid level is checked with the engine running atcurb idle speed, the transmission in Neutral, parkingbrakes applied, and the transmission fluid at normaloperating temperature (hot).

Transmission fluid level should be checked monthlyunder normal operation. If the vehicle is used fortrailer towing or similar heavy load hauling, checkfluid level and condition weekly.

FLUID LEVEL CHECK PROCEDURE(1) Transmission fluid must be at normal operating

temperature for accurate fluid level check. Drive ve-hicle if necessary to bring fluid temperature up tonormal hot operating temperature of 82°C (180°F).

(2) Position vehicle on level surface. This is ex-tremely important for accurate fluid level check.

(3) Start and run engine at curb idle speed.(4) Apply parking brakes.(5) Shift transmission momentarily into all gear

ranges. Then shift transmission back to Neutral.(6) Clean top of filler tube and dipstick to keep dirt

from entering tube.(7) Remove dipstick and check fluid level as fol-

lows:(a) Dipstick has three fluid level indicator levels

which are a MIN dot, an OK area, and a MAX fillarrow.

(b) Correct maximum level is to MAX arrowmark on dipstick. Correct acceptable level is to OKmark within crosshatch area. Incorrect level is ator below MIN dot.

(c) If fluid is low, add only enough Mopar ATFPlus to restore correct level. Do not overfill.

CAUTION: Do not overfill the transmission. Overfill-ing may cause leakage out the pump vent whichcan be mistaken for a pump seal leak. Overfillingwill also cause fluid aeration and foaming as the ex-cess fluid is picked up and churned by the geartrain. This will significantly reduce fluid life.

(8) If transmission is overfilled, fluid can be re-moved with 1/8 to 3/16 in. diameter tubing and suc-tion gun. Tubing will have to be adapted to nozzle ofgun and be long enough to extend down fill tube andinto transmission oil pan.

FLUID AND FILTER CHANGE

NORMAL CHANGE INTERVALThe fluid and filter should be changed (and the

bands adjusted) at recommended maintenance inter-vals, or whenever the transmission has been disas-sembled for any reason.

ZJ 42RE IN-VEHICLE SERVICE 21 - 77

Refer to the Driveline section in Group O, Lubrica-tion and Maintenance for recommended change inter-vals. Refer to the fluid/filter replacement and bandadjustment procedures in this section.

SEVERE USAGE CHANGE INTERVALUnder severe usage, the fluid and filter should be

changed and the bands adjusted at 12,000 mile (19000 Km) intervals.

Severe usage is defined as:(a) More than half of vehicle operation occurs in

heavy city traffic during hot weather (above 90° F).(b) Vehicle is used for taxi, police, limousine, or

similar commercial operation.(c) Vehicle is used for trailer towing or heavy

load hauling.When the factory fluid is drained, refill the trans-

mission with Mopar ATF Plus, type 7176 fluid.

FLUID/FILTER REPLACEMENT PROCEDURE(1) Raise vehicle.(2) Remove oil pan and drain fluid.(3) Clean oil pan and pan magnet. Then clean re-

maining gasket material from gasket surface oftransmission case.

(4) Remove fluid filter screws and remove filter.(5) Position new filter on valve body and install fil-

ter screws. Tighten screws to 4 Nzm (35 in. lbs.)torque.

(6) Position new gasket on oil pan and install panon transmission. Tighten pan bolts to 150 in. lbs. (17Nzm) torque.

(7) Lower vehicle and refill transmission with Mo-par ATF Plus, type 7176 fluid.

REFILLING AFTER OVERHAUL OR FLUID/FILTERCHANGE

The best way to refill the transmission after a fluidchange or overhaul is as follows:

(1) If transmission has been overhauled, installtransmission in vehicle.

(2) Remove dipstick and insert clean funnel intransmission fill tube.

(3) Add following initial quantity of Mopar ATFPlus to transmission:

(a) If fluid/filter change was performed, add 3pints (1-1/2 quarts) of ATF Plus to transmission.

(b) If transmission was completely overhauledand torque converter was replaced or drained, add12 pints (6 quarts) of ATF Plus to transmission.(4) Apply parking brakes.(5) Start and run engine at normal curb idle speed.(6) Apply service brakes and shift transmission

through all gear ranges then back to Neutral butleave engine running.

(7) Remove funnel, insert dipstick and check fluidlevel. Add only enough fluid to bring level to Fullmark on dipstick. Do not overfill.

(8) When fluid level is correct, shut engine off, re-lease park brake, remove funnel, and reseat dipstickin fill tube.

TRANSMISSION THROTTLE VALVE CABLEADJUSTMENT

The transmission throttle valve is operated by acam on the throttle lever. The throttle lever is oper-ated by an adjustable cable (Fig. 2). The cable is at-tached to an arm mounted on the throttle lever shaft.A lock button at the engine-end of the cable is pro-vided for cable adjustment.

A correctly adjusted throttle valve cable will causethe throttle lever on the transmission to move simul-taneously with the throttle body lever from the idleposition. Proper adjustment will allow simultaneousmovement without causing the transmission throttlelever to either move ahead of, or lag behind the leveron the throttle body.

CHECKING THROTTLE VALVE CABLEADJUSTMENT

(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. 3) is also at idle (fully forward) position.

(4) Slide cable off attachment stud on throttle bodylever (Fig. 4).

(5) Compare position of cable end to attachmentstud on throttle body lever (Fig. 4):

(a) Cable end and attachment stud should bealigned (or centered on one another) to within 1mm (0.039 in.) in either direction.

(b) If cable end and attachment stud are mis-aligned (off center), cable will have to be adjustedas described in Throttle Valve Cable Adjustmentprocedure.(6) Reconnect cable end to attachment stud. Then

with aid of a helper, observe movement of transmis-sion throttle lever and lever on throttle body.

(a) If both levers move simultaneously from idleto half-throttle and back to idle position, adjust-ment is correct.

Fig. 1 Typical Dipstick Fluid Level Marks

21 - 78 42RE IN-VEHICLE SERVICE ZJ

(b) If transmission throttle lever moves ahead of,or lags behind throttle body lever, cable adjustmentwill be necessary. Or, if throttle body lever preventstransmission lever from returning to closed posi-tion, cable adjustment will be necessary.

THROTTLE VALVE CABLE ADJUSTMENTPROCEDURE

(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 pullcable off.

(4) Verify that transmission throttle lever is infully closed position. Then be sure lever on throttlebody is at curb idle position.

(5) Press cable lock button inward to release cable(Fig. 4). Lock button only has to move about 2 mm(0.070 in.) to release cable in adjuster head.

(6) Center cable end on attachment stud to within1 mm (0.039 in.) and release lock button.

(7) Check cable adjustment. Be sure transmissionthrottle lever and lever on throttle body move simul-taneously as described in cable adjustment checkingprocedure.

GEARSHIFT CABLE ADJUSTMENTCheck adjustment by starting the engine in Park

and Neutral. Adjustment is OK if the engine startsonly in these positions. Adjustment is incorrect if theengine starts in one but not both positions. If the en-gine starts in any position other than Park or Neu-tral, 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 (Fig. 5).(4) Unsnap cable from cable bracket (Fig. 5).

(5) Check transmission shift lever position by mov-ing it all the way rearward into Park detent.

(6) Verify positive engagement of park lock by at-tempting to rotate propeller shaft. Shaft will not ro-tate when park lock is engaged.

(7) Snap cable into cable bracket on transmission.(8) Lock shift cable by pressing cable adjuster

clamp down until it snaps into place.(9) Check engine starting. Engine should start only

in Park and Neutral.(10) Lower vehicle.

PARK INTERLOCK CABLE ADJUSTMENT(1) Shift transmission into Park.(2) Turn ignition switch to Accessory position.

Fig. 2 Throttle Cable Attachment At Engine

Fig. 3 Throttle Cable Attachment At Transmission

Fig. 4 Throttle Valve Cable Adjustment


CAUTION: Be sure the ignition switch is in the Ac-cessory position for cable adjustment. The cableand lever mechanism will not adjust correctly if theswitch lock cylinder is in Park position.

(3) Remove shift lever bezel and console screws.Raise bezel and console for access to cable.

(4) Pull cable lock button up to release cable (Fig.6).

(5) Pull cable forward. Then release cable andpress cable lock button down until it snaps in place.

(6) Check cable adjustment as follows:(a) Place shift lever in Park.(b) Check shift handle release button and igni-

tion lock cylinder operation. Release button shouldbe in released (out) position and ignition lock cylin-der should rotate freely from Off to Lock.

(c) Next, place shift lever in D or R position andcheck ignition lock cylinder operation again. Cylin-der should not rotate from Off to Lock position.

(d) Check shift lever operation. Shifting out ofPark position should only be possible when ignitionlock cylinder is in Off, Run, or Start positions. Shiftlever should be locked-in when lock cylinder is inAccessory and Lock positions.

FRONT BAND ADJUSTMENTThe front band adjusting screw is located on the

driver side of the transmission case above the man-ual valve and throttle valve levers.

ADJUSTMENT PROCEDURE(1) Raise vehicle.

(2) Loosen band adjusting screw locknut. Thenback locknut off 4-5 turns. Be sure adjusting screwturns freely in case. Lubricate screw threads if nec-essary.

(3) Tighten band adjusting screw to 8 Nzm (72 in.lbs.) torque with inch pound Torque WrenchC-3380-A, a 3-in. extension and 5/16 socket (Fig. 7).

CAUTION: If Adapter C-3705 is needed to reach theadjusting screw (Fig. 8), tighten the screw to only 5Nzm (47-50 in. lbs.) torque.

(4) Back off band adjusting screw 3-5/8 turns.(5) Hold adjuster screw in position and tighten

locknut to 41 Nzm (30 ft. lbs.) torque.(6) Lower vehicle.

REAR BAND ADJUSTMENTThe transmission oil pan must be removed for ac-

cess to the rear band adjusting screw.(1) Raise vehicle.(2) Remove transmission oil pan and drain fluid.(3) Loosen band adjusting screw locknut 5-6 turns.

Be sure adjusting screw turns freely in lever. Lubri-cate screw threads if necessary.

(4) Tighten adjusting screw to 8 Nzm (72 in. lbs.)torque (Fig. 9). Use inch-pound Torque WrenchC-3380-A for adjustment.

(5) Back off band adjusting screw 4 turns.(6) Hold adjusting screw in place and tighten lock-

nut to 34 Nzm (25 ft. lbs.) torque.(7) Clean oil pan, pan magnet and gasket surface

of case. Also inspect and replace fluid filter if neces-sary.

Fig. 5 Shift Cable Attachment At Transmission Fig. 6 Shift And Park Interlock Cables


(8) Position new gasket on oil pan and install panon transmission. Tighten pan bolts to 17 Nzm (150 in.lbs.) torque.

(9) Lower vehicle and refill transmission with rec-ommended fluid.



SPEEDOMETER ASSEMBLY REMOVAL(1) Raise vehicle.(2) Disconnect wires from vehicle speed sensor.(3) Remove adapter clamp and screw (Fig. 10).(4) Remove speed sensor and speedometer adapter

as assembly.(5) Remove speed sensor retaining screw and re-

move sensor from adapter.(6) Remove speedometer pinion from adapter.

(7) Inspect sensor and adapter O-rings (Fig. 9). Re-move and discard O-rings if worn or damaged.

(8) Inspect terminal pins in speed sensor. Cleanpins with Mopar electrical spray cleaner if dirty oroxidized. Replace sensor if faulty, or pins are loose,severely corroded, or damaged.













level if necessary.

Fig. 7 Front Band Adjustment

Fig. 8 Using Band Adjustment Adapter Tool C-3705

Fig. 9 Rear Band Adjusting Screw Location


PARK/NEUTRAL POSITION SWITCHThe center terminal of the switch is the starter cir-

cuit terminal. It provides the ground for the startersolenoid circuit through the selector lever in Parkand Neutral positions only. The outer terminals onthe switch are for the backup lamp circuit.

SWITCH TEST(1) Verify that gearshift linkage is correctly ad-

justed before testing. Switch will not operate prop-erly if linkage adjustment is incorrect.

(2) To test switch, remove wiring connector. Thentest continuity between center terminal and trans-mission case. Continuity should exist only whentransmission is in Park or Neutral.

(3) Shift transmission into reverse and test conti-nuity at switch outer terminals.

(a) Continuity should exist only when transmis-sion is in Reverse.

(b) Continuity should not exist between outerterminals and case.

PARK/NEUTRAL POSITION SWITCHREPLACEMENT

(1) Raise vehicle and position drain pan underswitch.

(2) Disconnect switch wires and remove switchfrom case.

(3) Move shift lever to Park and Neutral positions.Verify that switch operating lever fingers are cen-tered in switch opening in case (Fig. 12).

(4) Install new seal on switch and install switch incase. Tighten switch to 34 Nzm (25 ft. lbs.) torque.

(5) Connect switch wires, lower vehicle and top offtransmission fluid level.

VALVE BODY SERVICE

GENERAL SERVICE INFORMATIONThe valve body can be removed for service without

having to remove the entire transmission assembly.The valve body can be disassembled for cleaning

and inspection of the individual components. Refer tothe procedures in the Transmission Unit Subassem-bly Overhaul section.

The only replaceable valve body components are:• manual lever• manual lever washer, seal, E-clip and shaft seal• manual lever detent ball




• throttle lever• fluid filter• pressure adjusting screw bracket• governor pressure solenoid• governor pressure sensor• converter clutch/overdrive solenoid assembly andharness (includes sump temperature thermister)• governor housing gasket• solenoid case connector O-rings

The remaining valve body components are servicedonly as part of a complete valve body assembly.

VALVE BODY REMOVAL(1) Shift transmission into Neutral.(2) Raise vehicle.(3) Remove gearshift and throttle levers from shaft

of valve body manual lever.(4) Disconnect wires at park/neutral position

switch.(5) Disconnect wires at park/neutral position

switch and solenoid case connector (Fig. 13).

(6) Position drain pan under transmission oil pan.(7) Remove transmission oil pan and gasket.(8) Remove fluid filter from valve body.(9) Remove bolts attaching valve body to transmis-

sion case.

(10) Lower valve body enough to remove accumula-tor piston and springs.

(11) Work manual lever shaft and electrical con-nector out of transmission case. Then lower valvebody, rotate it away from case, pull park rod out ofsprag and remove valve body (Fig. 14).

VALVE BODY INSTALLATION(1) Verify that park/neutral position switch has

NOT been installed in case. Valve body cannot be in-stalled if switch is in place.

(2) Check condition of O-ring seals on valve bodyharness connector (Fig. 15). Replace seals on connec-tor body if cut or worn.

Fig. 12 Park/Neutral Position Switch Contacts

Fig. 13 Transmission Case Connector Locations

Fig. 14 42RE Valve Body

Fig. 15 Valve Body Harness Connector O-Ring SealLocations


(3) Check condition of manual lever shaft seal intransmission case. Replace seal if lip is cut, or worn.Install new seal with 15/16 deep well socket (Fig. 16).

(4) Check condition of seals on accumulator piston

(Fig. 17). Install new piston seals if necessary.

(5) Place valve body manual lever in low (1 posi-tion) so ball on park lock rod will be easier to installin sprag.

(6) Lubricate shaft of manual lever with petroleumjelly. This will ease inserting shaft through seal incase.

(7) Lubricate seal rings on valve body harness con-nector with Ru-Glyde, or petroleum jelly.

(8) Position valve body on case and work end ofpark lock rod into and through pawl sprag. Turn pro-peller shaft to align sprag and park lock teeth if nec-essary. Rod will make click noise as it enters pawl.Move rod to check engagement.

CAUTION: It is possible for the park rod to displaceinto a cavity just above the pawl sprag during in-stallation. Make sure the rod is actually engaged inthe pawl and has not displaced into this cavity. Ifthe rod enters the cavity during installation, it willbecome bent when the overdrive bolts are tight-ened. The rod will then have to be replaced be-cause it is not repairable.

(9) Install accumulator springs and piston in case.Then swing valve body over piston and outer springto hold it in place.

(10) Align accumulator piston and outer spring,manual lever shaft and electrical connector in case.Then seat valve body on case and install one or twobolts to hold valve body in place.

(11) Tighten valve body bolts alternately andevenly to 11 Nzm (100 in. lbs.) torque.

(12) Install new fluid filter on valve body. Tightenfilter screws to 4 Nzm (35 in. lbs.) torque.

(13) Install and connect park/neutral positionswitch in case.

(14) Install throttle and gearshift levers on valvebody manual lever shaft.

(15) Check and adjust front and rear bands if nec-essary.

(16) Connect valve body overdrive and converterclutch solenoid wires to case connector.

(17) Install oil pan and new gasket. Tighten panbolts to 17 Nzm (13 ft. lbs.) torque.

(18) Lower vehicle and fill transmission with Mo-par ATF Plus, type 7176 fluid.

(19) Check and adjust gearshift and throttle valvecables if necessary.

TRANSMISSION CONTROL MODULE (TCM)SERVICE

Use the DRB scan tool to diagnose TCM functionwhenever a fault is suspected. Replace the moduleonly when scan tool diagnosis indicates a faulthas actually occurred.

TCM REPLACEMENTThe TCM is located on the driver side of the dash

adjacent to the steering column. The module andharness connector are accessible from under the in-strument panel (Fig. 18).

The module has integral mounting studs for at-tachment to the dash panel. A retaining plate andtwo locknuts secure the module to the dash (Fig. 18).Although the module is inside the vehicle, the retain-ing plate and locknuts are on the engine compart-ment side of the dash panel.

TCM REMOVAL(1) In engine compartment, remove module lock-

nuts and remove module retaining plate. Locknutsand retaining plate are on driver side of enginecompartment near brake booster.

(2) In vehicle interior, reach up under instrumentpanel and slide module out of dash.

(3) Work module downward until module harnessconnector is accessible.

(4) Lift release tab on harness connector (Fig. 18).Pull connector out of module and remove modulefrom vehicle.

Fig. 16 Manual Lever Shaft Seal Installation

Fig. 17 Accumulator Piston Components


TCM INSTALLATION(1) Carefully align and plug harness connector into

module. Verify that connector is fully seated beforeproceeding.

(2) Work module upward into position on dash.Then slide module studs into mounting holes in dash.

(3) In engine compartment, install retaining plateon module studs. Then install and tighten locknuts to14-16 Nzm (129-144 in. lbs.) torque.

TRANSMISSION COOLER LINE AND FITTINGSERVICE

The transmission cooler lines are attached withquick connect fittings. Two types of fitting will beused.

Some early production models will have the type 2fitting used in prior years. This fitting requires a re-lease tool to disconnect the cooler line from the fit-ting (Fig. 19).

Later production models will have a new style fit-ting that does not require any type of release tool.This fitting has a plastic insert with built-in releasetabs (Fig. 20).

Cooler Line And Fitting ServiceThe cooler lines and fittings are NOT serviceable.

Damaged fittings or cooler lines are to be replaced asassemblies.

Fittings swedged into cooler line hoses (Fig. 21) areserviced only as part of the entire cooler line.

DISCONNECTING COOLER LINES WITH NEWSTYLE FITTING

The new style fitting does not require any kind ofrelease tool. The fittings have built-in release tabs.

Fig. 18 TCM Location And Mounting

Fig. 19 Disconnecting Cooler Line With ReleaseTool (Type 2 Fitting)

Fig. 20 New Style Fitting With Release Tabs OnInsert

Fig. 21 Cooler Line Fitting Placement


The tabs only require finger pressure to compressthem and release the cooler line.

Note that the fitting insert remains on the coolerline after release (Fig. 22). It is not necessary toremove the insert from the cooler line unlessthe insert is damaged.

If the fitting insert is damaged, simply spread therelease tabs far enough to release the insert andslide it off the cooler line (Fig. 23).

DISCONNECTING COOLER LINES WITH TYPE2 FITTING

(1) If fitting and cooler line are encrusted withdirt, mud, or grease, clean fitting and cooler line withMopar spray type carburetor or brake cleaner. Plasticrelease tool will not fit into retainer clip if fitting isfull of foreign material.

(2) Slide small plastic release tool into fitting untiltool bottoms against cooler line flange (Fig. 19).

(3) Push and turn release tool to spread retainerclip and pull cooler line out of fitting (Fig. 19).

(4) Cover open ends of cooler lines and fittings toprevent dirt entry.

(5) Inspect condition of fitting. Replace transmis-sion fitting as an assembly if fitting body or retainerclip is damaged. Replace cooler line as assembly, iffitting swedged into cooler line hose, is damaged.

CONNECTING COOLER LINES (ALL TYPES)(1) If transmission or radiator fittings require re-

placement, apply Mopar Lock N’ Seal, or Loctite 242to fitting threads before installation.

(2) Wipe off cooler line and fitting with clean, drycloth.

(3) Insert cooler line into fitting. Then push lineinward until retainer clip secures line. A snap orclick sound will be heard and felt through the linewhen the retainer clip seats behind the cooler lineflange.

(4) Pull outward on cooler lines to verify thatthey are properly secured.

CAUTION: The wire retainer clips in Type 2 fittingssecure the cooler lines in the fittings. If the clipsare deformed, or distorted, normal fluid pressurecould unseat the lines resulting in fluid loss andtransmission damage. Be very sure the cooler linesare firmly secured by the retainer clip as describedin step (4) above.

CONVERTER DRAINBACK CHECK VALVE SERVICEThe converter drainback check valve is located in

the cooler outlet (pressure) line near the radiatorlower tank. The valve prevents fluid drainback whenthe vehicle is parked for lengthy periods. The valvecheck ball is spring loaded and has an opening pres-sure of approximately 2 psi.

The valve is serviced as an assembly; it is not re-pairable. Do not clean the valve if restricted, or con-taminated by sludge, or debris. If the valve fails, or ifa transmission malfunction occurs that generatessludge and/or clutch particles and metal shavings,the valve must be replaced.

The valve must be removed whenever the coolerand lines are reverse flushed. The valve can be flowtested when necessary. The procedure is exactly thesame as for flow testing a cooler.

If the valve is restricted, installed backwards, or inthe wrong line, it will cause an overheat conditionand possible transmission failure.

CAUTION: The drainback valve is a one-way valve.As such, it must be properly oriented in terms offlow direction. In addition, the valve must only beinstalled in the pressure line. Otherwise flow will beblocked causing overheat and eventual transmis-sion failure.

Fig. 22 Disconnecting New Style Fitting FromCooler Line

Fig. 23 Removing Fitting Insert From Cooler Line


TRANSMISSION COOLER FLOW TESTINGThe transmission main and auxiliary coolers, plus

the drainback valve, should be flow tested wheneverfluid overheating is noted.

Restricted flow caused by contamination, or acooler malfunction, reduces lubrication fluid flowthroughout the transmission. This can result in fluidoverheating, fluid breakdown, bushing wear, shiftproblems and component failure.

Normal color of transmission fluid varies frombright red, to light pink. Fluid overheating is indi-cated when fluid color ranges from orange-brown toblack, and the fluid smells burned, or containssludge.

CAUTION: If a transmission malfunction contami-nates the fluid with clutch disc and metal particles,the cooler and lines must be reverse flushed thor-oughly. Flushing will prevent sludge and particlesfrom flowing back into the transmission and con-verter after repair.

Cooler flow is tested by measuring the amount offluid pumped through the cooler in a specified timeby the transmission oil pump. The same flow testprocedure is used for the drainback valve, maincooler, and auxiliary cooler.

Cooler And Drainback Valve Flow Test Procedure(1) Test flow through drainback valve as follows:

(a) Add extra quart of ATF Plus to transmission.(b) Disconnect pressure line at radiator fitting, or

at drainback valve and position hose or valve endin one quart test container.

(c) Shift transmission into neutral, run engine atidle speed for 20 seconds, and note flow from valve.Use stopwatch to check test time.

(d) Replace drainback valve if flow is less thanone quart in 20 seconds, is intermittent, or doesnot flow at all.

(e) Connect pressure hose to radiator fitting andproceed to cooler flow test.(2) Test flow through main cooler as follows:

(a) Disconnect cooler return (rear) line at trans-mission and place it in one quart test container.

(b) Add extra quart of fluid to transmission.(c) Shift transmission into neutral, run engine at

idle speed for 20 seconds, and note flow from valve.Use stopwatch to check test time.

(d) Replace cooler if fluid flow is less than onequart in 20 seconds, is intermittent, or does notflow at all.(3) If vehicle is equipped with auxiliary cooler,

test cooler flow as described in step (2).

TRANSMISSION COOLER REVERSE FLUSHINGThe flushing procedure applies to standard and

auxiliary coolers alike. Although pressure equipment

is preferred, reverse flushing can be performed withhand operated equipment as follows.

(1) Disconnect cooler pressure and return lines attransmission (Fig. 24).

(2) Remove and discard drainback valve. Installfabricated hose and fitting in place of valve.

(3) Position drain pan under cooler pressure line tocatch material flushed through cooler and lines.

(4) Reverse flush cooler using hand operated suc-tion gun filled with mineral spirits. Insert gun nozzle(or hose) into cooler return line. Then force mineralspirits into line and through cooler.

(5) Continue reverse flushing until fluid comingout of cooler pressure line is clear. Replace cooler iffluid cannot be pumped through.

(6) Clear flushing materials from cooler and lineswith short pulses of compressed air. Insert air gunnozzle into cooler return line and continue short airpulses until all fluid is cleared from cooler and lines.

(7) Pump one quart of fresh automatic transmis-sion fluid through cooler and lines before reconnect-ing lines.

(8) Install new drainback valve in pressure line.(9) Check and adjust transmission fluid level as

described in this section.

TRANSMISSION COOLER REPLACEMENT

Main Cooler ReplacementThe main transmission cooler is located in the ra-

diator lower tank. The cooler is not a serviceablecomponent. If the cooler is damaged in any way, theradiator will have to be replaced.

Auxiliary Cooler Replacement(1) Remove grille.(2) Remove screws and U-nuts securing cooler to

radiator support.(3) Tag cooler hoses for installation reference.(4) Position drain pan under cooler hoses.(5) Loosen cooler connecting hose clamps and dis-

connect hoses.(6) Remove auxiliary cooler. Replace cooler hoses if

cracked or leaking.(7) Connect cooler hoses.(8) Position cooler on radiator and install cooler at-

taching U-nuts and screws.(9) Tighten cooler hose clamps securely.(10) Install grille.(11) Check and adjust transmission fluid level.

ALUMINUM THREAD REPAIRDamaged or worn threads in the aluminum trans-

mission case and in the valve body can be repairedwith Heli-Coil or similar quality thread inserts. Es-sentially, repair consists of drilling out the worn ordamaged threads, tapping the hole with a special tapand installing the thread insert into the tapped hole.


This procedure returns the hole threads to originalsize. Heli-Coil, or equivalent, tools and inserts are

readily available from most automotive parts suppli-ers. Stainless steel inserts are recommended.

Fig. 24 Transmission Cooler Line Identification


42RE TRANSMISSION/OVERDRIVE REMOVAL AND INSTALLATION

INDEX

page page

General Information . . . . . . . . . . . . . . . . . . . . . . . 89Oil Pump Seal Replacement . . . . . . . . . . . . . . . . . 90Overdrive Unit Installation (2-Wheel Drive) . . . . . . . 97Overdrive Unit Installation (4-Wheel Drive) . . . . . . . 94Overdrive Unit Removal (2-Wheel Drive) . . . . . . . . 96Overdrive Unit Removal (4-Wheel Drive) . . . . . . . . 94

Torque Converter and Drive Plate Service . . . . . . . 90Transmission Installation (2-Wheel Drive) . . . . . . . . 91Transmission Installation—4-Wheel Drive . . . . . . . . 93Transmission Removal (2-Wheel Drive) . . . . . . . . . 89Transmission Removal (4-Wheel Drive) . . . . . . . . . 89

GENERAL INFORMATIONThe overdrive unit can be removed for service with-

out having to remove the entire transmission assem-bly. However if the transmission, torque converter,converter driveplate, or oil pump requires service,the complete transmission assembly must be re-moved for access to these components.

If only the overdrive unit must be removed, refer tothe Overdrive Unit Removal/Installation procedures.If the complete transmission assembly must be re-moved, refer to the Transmission Removal/Installa-tion procedures.

TRANSMISSION REMOVAL (2-WHEEL DRIVE)(1) Disconnect battery negative cable.(2) Raise vehicle on hoist.(3) Remove skid plate if equipped.(4) If transmission is being removed for repair, re-

move oil pan, drain fluid and reinstall pan on case.(5) Mark propeller shaft for installation reference.

Then disconnect and remove propeller shaft.(6) Disconnect vehicle speed sensor wires, trans-

mission solenoid wires and park/neutral positionswitch wires.

(7) Disconnect wires from transmission speed sen-sor at rear of overdrive unit.

(8) Remove exhaust system Y-pipe for workingclearance.

(9) Unclip wire harnesses from transmission clips.(10) Disconnect throttle valve and gearshift cables

from levers on valve body manual shaft. Move cablesaside and secure them to underbody.

(11) Remove dust cover from transmission con-verter housing.

(12) Disconnect and remove starter motor.(13) Remove bolts attaching converter to drive-

plate.(14) Disconnect cooler lines at transmission fit-

tings. Refer to In-Vehicle Service section for proce-dures.

(15) Support transmission with transmission jack.(16) Remove bolts/nuts attaching rear insulator to

rear crossmember. Then remove rear crossmember.

(17) Lower transmission for access to converterhousing upper bolts and crankshaft position sensor.

(18) Disconnect crankshaft position sensor. Retainsensor attaching screws.

(19) Remove transmission fill tube and tube O-ringseal.

(20) Remove bolts attaching transmission to engineblock.

(21) Slide transmission away from engine and in-stall C-clamp on converter housing to hold converterin place.

(22) Lower transmission and move from under ve-hicle.

(23) If transmission is to be serviced, remove itfrom jack and position it on bench.

TRANSMISSION REMOVAL (4-WHEEL DRIVE)(1) Raise vehicle on hoist.(2) Remove skid plate, if equipped.(3) Mark front and rear propeller shafts and

U-joints for alignment reference (Fig. 1).(4) Disconnect and remove both propeller shafts.

(5) Disconnect vehicle speed sensor and transmis-sion output shaft speed sensor wires.

Fig. 1 Marking Propeller Shaft And Yoke ForAlignment Reference

ZJ 42RE TRANSMISSION/OVERDRIVE REMOVAL AND INSTALLATION 21 - 89

(6) Disconnect electrical wires from clips on trans-mission and transfer case.

(7) Disconnect transfer case shift linkage at trans-fer case range lever. Then remove linkage bracketbolts and remove linkage and bracket from transfercase. Move linkage aside for clearance.

(8) Remove nuts attaching transfer case to over-drive unit gear case.

(9) Remove transfer case. Support transfer casewith transmission jack. Secure transfer case to jackwith safety chains. Then move transfer case rear-ward and off transmission.

(10) Remove transfer case from transmission jackand place transfer case on bench.

(11) Support transmission with transmission jack.(12) Remove nuts and bolts attaching transmission

mount to crossmember.(13) Remove bolts and nuts attaching crossmember

to frame rails.(14) Rotate crossmember diagonally to clear frame

rails and remove crossmember.(15) Disconnect exhaust pipes at manifold and at

converter and/or muffler connections as needed. Thenremove Y-pipe from vehicle and move remainingpipes aside for working clearance.

(16) Disconnect crankshaft position sensor.(17) Disconnect transmission shift linkage at shift

lever on transmission.(18) Remove transmission shift linkage torque

shaft assembly from retainers on transmission andframe rail. Move linkage aside for working clearance.

(19) Remove brackets that attach transmission toengine block, if equipped.

(20) Remove dust shield cover from front side oftransmission converter housing.

(21) Remove starter motor bolts. Pull starter rear-ward until clear of housing and position it out of wayon nearby component. Starter does not have to be re-moved from vehicle nor does cable have to be discon-nected.

(22) Remove bolts attaching torque converter todrive plate.

(23) Disconnect cooler lines at quick disconnect fit-tings in transmission. Refer to In-Vehicle Service sec-tion for procedures.

(24) Disconnect solenoid and park/neutral positionswitch wires at transmission.

(25) Remove transmission fill tube and dipstick.(26) Lower transmission for access to converter

housing upper bolts.(27) Remove bolts attaching transmission con-

verter housing to engine. Note that some bolts maybe accessible only from front (engine) side of housing.

(28) Move transmission rearward until clear of en-gine block dowels. On some models, part of hemflange joining vehicle cab and dash panel may inter-

fere with transmission removal. Peen this part offlange over with a mallet if necessary.

(29) Secure torque converter in housing with smallC-clamp.

(30) Lower transmission and remove it from undervehicle.

(31) Remove C-clamp and remove converter fromtransmission. Place converter on workbench for in-spection or reassembly. Cover converter hub withclean, lint free cloth.

(32) Oil pump, converter and driveplate can nowbe serviced if necessary. Refer to information in thissection.

OIL PUMP SEAL REPLACEMENTThe pump oil seal can be replaced without remov-

ing the pump and reaction shaft support assemblyfrom the transmission case.

Seal RemovalRemove the seal with Special Tool C-3861-B (Fig.

2). To use the remover tool, First start the tool intothe seal by hand. Next, thread the tool into the sealas far as it will go. Use a wrench on the tool hex toturn the tool. Continue tightening until all the toolthreads firmly grip the metal part of the seal. Thentighten the tool puller screw to withdraw the sealfrom the pump body.

Seal InstallationUse Installer Tool C-4193-A (Fig. 3). To use the

tool, place the seal in the pump opening with the seallip facing inward. Then tap the seal into place withthe installer tool.

TORQUE CONVERTER AND DRIVE PLATE SERVICEAfter the transmission has been removed, the drive

plate and torque converter can removed for serviceaccess, or replacement.

Fig. 2 Oil Pump Seal Removal

21 - 90 42RE TRANSMISSION/OVERDRIVE REMOVAL AND INSTALLATION ZJ

Torque ConverterThe torque converter is not a serviceable compo-

nent. If the converter is contaminated by a transmis-sion malfunction, or damaged in any way, it must bereplaced as an assembly. Do not attempt to flush aconverter contaminated by metal or clutch fac-ing particles. Flushing will not remove thesecontaminants.

Different length bolts are used with the varioussize torque converters; they are not all the samelength. Therefore, it is essential that correct lengthbolts be used to attach the converter to the drive-plate. Bolts that are too long will damage the modu-lated clutch surfaces inside the converter. If newbolts are required, use the bolts specified in the partscatalogue only.

DriveplateThe driveplate should be inspected whenever the

torque converter is removed. Replace the plate ifbent, distorted, or if cracks around the bolt holes areevident.

New bolts should be used to secure the driveplate ifremoved or replaced. Apply Mopar Lock N’ Seal orLoctite 242 to the bolt threads before installation toensure retention.

TRANSMISSION INSTALLATION (2-WHEEL DRIVE)

CAUTION: The transmission cooler and lines mustbe flushed if repair was to correct a problem thatgenerated sludge, metal particles, or clutch frictionmaterial. The torque converter should also be re-placed when contaminated by a malfunction. Thetransmission, fluid and converter will be contami-nated again if residue/debris is not flushed from thecooler and lines beforehand.

(1) Mount transmission on jack. Secure transmis-sion to jack with safety chains.

(2) Check torque converter hub and hub drivenotches for sharp edges burrs, scratches, or nicks.Polish hub and notches with crocus cloth or 400 gritpaper if necessary. Hub must be smooth to avoiddamaging pump seal.

(3) Lubricate converter hub and pump seal lip withMopar high temperature wheel bearing grease.

(4) Verify that converter is fully seated. Usestraight edge and steel ruler to check seating (Fig. 4).Surface of converter lugs should be 12.7 mm (1/2 in.)to rear of straight edge when converter is fullyseated.

(5) Temporarily secure converter with C-clamp at-tached to housing or with metal strap attachedacross converter housing.

(6) Check condition of converter driveplate. Re-place driveplate if cracked, distorted or damaged.

(7) Verify that transmission dowel pins are seatedin engine block and protrude far enough to heldtransmission in alignment.

(8) Coat torque converter pilot hub of crankshaftwith light coat of Mopar high temperature wheelbearing grease.

(9) Move transmission under vehicle and positionit at rear of engine. Remove C-clamp or strap used tosecure converter in housing.

(10) Align transmission with engine dowels andalign converter with driveplate.

(11) Move transmission forward until seated on en-gine block dowels. Then install one or two transmis-sion attaching bolts to hold transmission in place(Fig. 5).

Fig. 3 Oil Pump Seal Installation

Fig. 4 Checking Torque Converter Seating


CAUTION: It is essential that correct length bolts beused to attach the converter to the driveplate. Boltsthat are too long will damage the modulated clutchsurfaces in the converter. If new bolts are required,use the bolts specified in the parts catalogue only.

(12) Verify converter bolt length. Bolt measure-ment is from bottom (underside) of bolt head to endof bolt threads. On 9.5 in. 3-lug converter boltsshould be 11.7 mm (0.46 in.). On 10.75 in. 4-lug con-verter bolts should be 11.2 mm (0.44 in.).

(13) Install torque converter bolts. Tighten bolts tofollowing torques: 54 Nzm (40 ft. lbs.) with 9.5 in.3-lug converter, or 31 Nzm (270 in. lbs.) with 10.75 in4-lug converter

(14) Install and tighten remaining transmission at-taching bolts (Fig. 6).

(15) Connect crankshaft position sensor.(16) Install dust cover on transmission converter

housing. Two small vise grip pliers van be used tohold and align cover during installation.

(17) Install and connect starter motor.(18) Connect transmission shift and throttle valve

cables to valve body manual shaft and transmissionbrackets.

(19) Fasten wire harnesses in clips on transmis-sion case.

(20) Connect wires to solenoids, park/neutral posi-tion switch, transmission speed sensor and vehiclespeed sensor.

(21) Install transmission fill tube and O-ring.(22) Install rear crossmember and attach rear in-

sulator to transmission and crossmember.(23) Connect cooler lines to fittings. Pull lines out-

ward to verify that they are securely seated and re-tained in fittings.

(24) Align and install propeller shaft. Clean andlubricate slip yoke before installation.

(25) Install exhaust system components.(26) Lower vehicle.(27) Connect battery negative cable.(28) Fill or top off transmission fluid level with

Mopar ATF Plus, type 7176.(29) Check transmission control cable adjustments.

Readjust cables if necessary.

Fig. 5 Transmission And Fill Tube Mounting


TRANSMISSION INSTALLATION—4-WHEEL DRIVE

CAUTION: The transmission cooler and lines mustbe flushed if repair was to correct a problem thatgenerated sludge, metal particles, or clutch frictionmaterial. The converter and drainback valve shouldalso be replaced when contaminated. The transmis-sion, fluid and converter will be contaminated againif residue/debris is not flushed from the cooler andlines beforehand.


(2) Check torque converter hub and hub drivenotches for sharp edges burrs, scratches, or nicks.Polish hub and notches with crocus cloth or 400 gritpaper if necessary. Hub must be smooth to avoiddamaging pump seal.

(3) Lubricate converter hub and pump seal lip withMopar high temperature wheel bearing grease.

(4) Verify that converter is fully seated. Usestraight edge and steel ruler to check seating (Fig. 4).Surface of converter lugs should be 12.7 mm (1/2 in.)to rear of straight edge when converter is fullyseated.




(8) Coat torque converter pilot hub of crankshaftwith light coat of Mopar high temperature wheelbearing grease.



(11) Move transmission forward until seated on en-gine block dowels. Then install one or two transmis-sion attaching bolts to hold transmission in place.

CAUTION: It is essential that correct length bolts beused to attach the converter to the driveplate. Boltsthat are too long will damage the modulated clutchsurfaces in the converter. If new bolts are required,use the bolts specified in the parts catalogue only.

(12) Verify converter bolt length. Bolt measure-ment is from bottom (underside) of bolt head to endof bolt threads.• On 9.5 in. 3-lug converter bolts should be 11.7 mm(0.46 in.)• On 10.75 in. 4-lug converter bolts should be 11.2mm (0.44 in.)

(13) Install torque converter bolts. Tighten bolts tofollowing torques: 54 Nzm (40 ft. lbs.) with 9.5 in.3-lug converter, or 31 Nzm (270 in. lbs.) with 10.75 in4-lug converter.

(14) Install and tighten remaining transmission at-taching bolts (Fig. 5).

(15) Install dust cover on transmission converterhousing. Two small vise grip pliers van be used tohold and align cover during installation.

(16) Install starter motor.(17) Install strut brackets that secure transmission

to engine block and front axle.(18) Connect crankshaft position sensor.(19) Install transmission fill tube. Install new

O-ring seal on tube before installation (Fig. 6).(20) Connect exhaust Y-pipe to engine exhaust

manifolds.(21) Install shift linkage torque bracket.(22) Connect shift linkage to transmission.(23) Connect solenoid and park/neutral position

switch wires.(24) Connect wires to transmission speed sensor

and vehicle speed sensor.(25) Install crossmember on frame rails. Place

crossmember at 45° angle to rails. Insert crossmem-ber between rails and rotate crossmember into place.

(26) Install rear mount bolts/nuts.(27) Install crossmember bolts/nuts.(28) Remove transmission jack.(29) Install transfer case (Fig. 6).

(30) Install and tighten 3/8 transfer case attachingnuts to 47 Nzm (35 ft. lbs.) torque, or 5/16 nuts to 35Nzm (26 ft. lbs.) torque.

(31) Install damper on transfer case rear retainerif equipped. Tighten damper nuts to 54 Nzm (40 ft.lbs.) torque.

(32) Install and connect transfer case shift linkage.(33) Connect transmission cooler lines to quick

connect fittings on transmission case. Pull outwardon lines to be sure they are secured in fittings.

Fig. 6 Transfer Case Attachment


(34) Align and install remaining exhaust compo-nents. Tighten all clamp and bracket bolts and nutssecurely. Be sure exhaust components are clear of allchassis and driveline components.

(35) Align and install front and rear propellershafts. Tighten U-joint clamp bolts to 19 Nzm (170 in.lbs.) torque.

(36) Verify that all linkage components, hoses andelectrical wires have been connected.

(37) Check transfer case fluid level. Add MoparATF Plus, or Dexron II fluid if necessary. Correctlevel is to edge of fill plug hole. Be sure transfer caseis level before checking or adding fluid.

(38) Install transfer case skid plate, if equipped.(39) Lower vehicle.(40) Connect battery negative cable.(41) Refill transmission with Mopar ATF Plus, type

7176 fluid.(42) Check and adjust engine oil level as necessary.(43) Check and adjust transmission and transfer

case shift linkage if necessary.(44) Check and adjust transmission shift and

throttle valve cables if necessary.

OVERDRIVE UNIT REMOVAL (4-WHEEL DRIVE)(1) Disconnect battery negative cable.(2) Raise vehicle on hoist.(3) Remove transfer case skid plate, if equipped.(4) Mark front and rear propeller shafts and

U-joints for alignment reference (Fig. 1).(5) Disconnect and remove both propeller shafts.(6) Disconnect vehicle speed sensor and transmis-

sion speed sensor wires.(7) Disconnect vacuum or indicator switch hoses/

wires at transfer case.(8) Disconnect transfer case shift linkage at trans-

fer case range lever. Then remove linkage bracketbolts and remove linkage and bracket from transfercase. Move linkage aside for clearance.

(9) Remove nuts attaching transfer case to over-drive unit.

(10) Remove transfer case. Support transfer casewith transmission jack (secure transfer case to jackwith safety chains). Then move transfer case rear-ward and off overdrive case.

(11) Remove transfer case from jack and position iton bench.

(12) Support transmission with adjustable jackstand. Position wood block between jack and trans-mission case.

(13) Remove nuts and bolts attaching transmissionmount to center crossmember.

(14) Remove nuts and bolts attaching crossmemberto frame rails.

(15) Rotate crossmember diagonally to clear framerails and remove crossmember.

(16) Support overdrive unit with transmission jack.

(17) Remove bolts attaching overdrive unit totransmission (Fig. 8).

CAUTION: The overdrive unit must be fully sup-ported during removal. This is necessary to preventdamaging the intermediate shaft. Do not allow theshaft to support the entire weight of the overdriveunit.

(18) Carefully slide overdrive unit off intermediateshaft. Do not tilt overdrive unit during removal.Keep it as level as possible.

(a) If overdrive unit does not require service, im-mediately insert Alignment Tool 6227-2 insplines of planetary gear and overrunningclutch (Fig. 9). If misalignment occurs, over-drive unit may have to be disassembled in or-der to realign splines.

(b) If overdrive unit requires service, refer toOverdrive Unit Overhaul procedures.(19) Remove and retain bearing and select fit

spacer. These parts may remain on overdrive piston,rear of transmission case, sliding hub, or intermedi-ate shaft during removal.

(20) Place several clean shop towels on a bench.Then position unit on towels to absorb spilled fluid.

(21) Position overdrive unit over drain pan and tiltunit to drain residual fluid from case. Examine fluidfor clutch material or metal fragments. If fluid con-tains these items, overhaul will be necessary.

OVERDRIVE UNIT INSTALLATION (4-WHEELDRIVE)

(1) Be sure Alignment Tool 6227-2 is still fullyseated in splines of overdrive planetary gear andoverrunning clutch. If misalignment occurs, overdrivewill have to be disassembled in order to realignsplines.

(2) If original case gasket is in good condition, pro-ceed to step (6). If overdrive piston retainer was not

Fig. 7 Removing/Installing Overdrive Unit AttachingBolts


removed during service and original case gasket isnot reusable, prepare new gasket as described insteps (3) through (5).

(3) Cut out old case gasket around piston retainerwith razor knife.

(4) Use old gasket as template and trim new gas-ket to fit (Fig. 9).

(5) Position new gasket over piston retainer and ontransmission case. Use petroleum jelly to hold gasketin place if necessary. Do not use any type ofsealer to secure gasket. Use petroleum jellyonly.

(6) Install selective spacer on intermediate shaft, ifremoved. Spacer goes in groove just rearward ofshaft rear splines (Fig. 10).

(7) Install overdrive piston in retainer, if removed.Lubricate piston seals with Ru-Glyde, Door-Eze orpetroleum jelly to ease installation. Be sure piston lo-cating lugs are aligned in piston retainer.

(8) Install thrust bearing in overdrive clutch hub.Use liberal quantity of petroleum jelly to hold bear-ing in position.

CAUTION: Be sure the shoulder on the inside diam-eter of the bearing is facing forward.

(9) Install thrust plate in overdrive piston hub(Fig. 11). Use liberal amount of petroleum jelly tohold thrust plate in position.

(10) Verify that splines in overdrive planetary gearand overrunning clutch hub are aligned with Tool6227-2 (Fig. 9). Overdrive unit cannot be fully in-stalled if splines have rotated out of alignment.If misaligned has occurred, overdrive will haveto be disassembled in order to realign splines.

(11) Install overdrive unit as follows:(a) Raise overdrive unit and carefully slide it

straight onto intermediate shaft. Avoid tiltingoverdrive unit during installation as plane-tary gear and overrunning clutch splinescould rotate out of alignment. If misalignmentoccurs, overdrive will have to be disassem-bled in order to realign splines.

(b) Align and carefully insert park rod into parkpawl. Rod will make click noise as it enters pawl.Move rod rearward slightly.

Fig. 8 Overdrive Spline Alignment Tool Installation

Fig. 9 Trimming Replacement Overdrive CaseGasket

Fig. 10 Intermediate Shaft Selective Spacer Location

Fig. 11 Installing Overdrive Piston Thrust Plate


CAUTION: It is possible for the park rod to displaceinto a cavity just above the pawl sprag during in-stallation. Make sure the rod is actually engaged inthe pawl and has not displaced into this cavity. Ifthe rod enters the cavity during installation, it willbecome bent when the overdrive bolts are tight-ened. The rod will then have to be replaced be-cause it is not repairable.

(c) Work overdrive unit forward on intermediateshaft until seated against transmission case. If unitis not fully seated, tighten overdrive bolts to drawunit against transmission case.(12) Apply Mopar Lock N’ Seal or Loctite 242 to

threads of overdrive attaching bolts.(13) Install and tighten overdrive unit attaching

bolts to 34 Nzm (25 ft. lbs.).(14) Install transfer case. Tighten 5/16 nuts to 35

Nzm (26 ft. lbs.) and 3/8 nuts to 47 Nzm (35 ft. lbs.).(15) Connect transmission throttle valve and gear

shift cables and connect transfer case shift linkage.(16) Install crossmember and rear mount.(17) Connect all necessary electrical wires.(18) Install and index speedometer adapter and

pinion if removed (Fig. 12).(19) Align and connect propeller shafts. Tighten U-

joint clamp bolts to 19 Nzm (170 in. lbs.) torque.(20) Check and adjust fluid level in transfer case.

Use Mopar Dexron II.(21) Install skid plate, if equipped.(22) Check and adjust transmission and transfer

case shift linkage if necessary.(23) Lower vehicle.

(24) Check and adjust transmission fluid level. UseMopar ATF Plus, type 7176 fluid.

OVERDRIVE UNIT REMOVAL (2-WHEEL DRIVE)(1) Disconnect battery negative cable.(2) Raise vehicle on hoist.(3) Remove exhaust Y-pipe, catalytic converter and

tailpipe.(4) Mark propeller shaft and U-joint for alignment

reference (Fig. 1).(5) Disconnect and remove propeller shaft.(6) Disconnect vehicle speed sensor and transmis-

sion speed sensor wires.(7) Support transmission with adjustable jack

stand and wood block.(8) Remove nuts and bolts attaching transmission

mount to center crossmember.(9) Remove nuts and bolts attaching crossmember


rails and remove crossmember.(11) Support overdrive unit with transmission jack.(12) Remove bolts attaching overdrive unit to

transmission (Fig. 8).

CAUTION: The overdrive unit must be fully supportedduring removal. This is necessary to prevent damag-ing the intermediate shaft. Do not allow the shaft tosupport the entire weight of the overdrive unit.




(a) If overdrive unit does not require service, im-mediately insert Alignment Tool 6227-2 insplines of planetary gear and overrunningclutch (Fig. 9). If misalignment occurs, over-drive unit may have to be disassembled in or-der to realign splines.





OVERDRIVE UNIT INSTALLATION (2-WHEELDRIVE)

(1) Be sure Alignment Tool 6227-2 is still fully seatedin splines of overdrive planetary gear and overrunningclutch. If misalignment occurs, overdrive will have to bedisassembled in order to realign splines.

(2) If original case gasket is in good condition, pro-ceed to step (6). If overdrive piston retainer was notremoved during service and original case gasket isnot reusable, prepare new gasket as described insteps (3) through (5).



(5) Position new gasket over piston retainer and ontransmission case. Use petroleum jelly to hold gasket inplace if necessary. Do not use any type of sealer tosecure gasket. Use petroleum jelly only.






(10) Verify that splines in overdrive planetary gearand overrunning clutch hub are aligned with Tool6227-2 (Fig. 8). Overdrive unit cannot be fully in-stalled if splines have rotated out of alignment.If misaligned has occurred, overdrive will haveto be disassembled in order to realign splines.


straight onto intermediate shaft. Avoid tiltingoverdrive unit during installation as plane-tary gear and overrunning clutch splinescould rotate out of alignment. If misalignmentoccurs, overdrive will have to be disassem-bled in order to realign splines.

(b) Align and carefully insert park rod into parkpawl. Rod will make click noise as it enters pawl.Move rod slightly to check engagement.

CAUTION: It is possible for the park rod to displaceinto a cavity just above the pawl sprag during in-stallation. Make sure the rod is actually engaged inthe pawl and ha not displaced into this case cavity.If the rod enters the cavity during installation, it willbecome bent when the overdrive bolts are tight-ened. If this occurs, the rod will have to be replacedbecause it is not repairable.

(c) Work overdrive unit forward on intermediateshaft until seated against transmission case. If unitis not fully seated, tighten overdrive bolts to drawit up against transmission case.(12) Apply Mopar Lock N’ Seal or Loctite 242 to


bolts to 34 Nzm (25 ft. lbs.).(14) Connect transmission throttle valve and gear

shift cables.(15) Install crossmember and rear mount.(16) Connect all necessary electrical wires.(17) Install and index speedometer adapter and

pinion (Fig. 13). Refer to In-Vehicle Service sectionfor indexing procedure.

(18) Align and connect propeller shaft. Tighten U-joint clamp bolts to 19 Nzm (170 in. lbs.) torque.

(19) Install exhaust system components.(20) Lower vehicle.(21) Connect battery negative cable.(22) Check and adjust transmission shift and

throttle valve cables if necessary.(23) Check and adjust transmission fluid level. Use

Mopar ATF Plus, type 7176 fluid.


42RE TRANSMISSION OVERHAUL

INDEX

page page

Front Clutch Overhaul . . . . . . . . . . . . . . . . . . . . . 110Front Servo and Band Overhaul . . . . . . . . . . . . . 120Oil Pump and Reaction Shaft Support Overhaul . . 106Overhaul Service Information . . . . . . . . . . . . . . . . 104Overrunning Clutch, Low-Reverse Drum and Overdrive

Piston Retainer Inspection and Overhaul . . . . . . . 105Planetary Gear Train and Intermediate Shaft

Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115

Rear Clutch Overhaul . . . . . . . . . . . . . . . . . . . . . 112Rear Servo and Band Overhaul . . . . . . . . . . . . . . 120Transmission Assembly and Adjustment . . . . . . . . 137Transmission Case Cleaning and Inspection . . . . 105Transmission Disassembly . . . . . . . . . . . . . . . . . . 98Valve Body Cleaning and Inspection . . . . . . . . . . 129Valve Body Service and Adjustment . . . . . . . . . . . 121

TRANSMISSION DISASSEMBLY(1) Remove torque converter if not previously re-

moved.(2) Clean transmission exterior with steam gun or

with solvent. Wear eye protection during cleaning oper-ations.

(3) Remove shift and throttle levers from valvebody manual lever shaft.

(4) Remove transmission speed sensor and O-ringseal from overdrive unit (Fig. 1).

(5) Place transmission in upright position (Fig. 2).(6) Remove bolts attaching overdrive unit to trans-

mission case (Fig. 2). An 11 mm socket is required.Note position of all wiring clips and bolts for instal-lation reference.

(7) Lift overdrive unit up and off transmission in-termediate shaft (Fig. 3).

(a) If overdrive unit does not require service, in-sert Alignment Tool 6227-2 in overrunning clutchand planetary gear splines to maintain alignment

Fig. 1 Transmission Speed Sensor Removal/Installation


Fig. 3 Overdrive Unit Removal

21 - 98 42RE TRANSMISSION OVERHAUL ZJ

(Fig. 4). If clutch and gear splines rotate out ofalignment, overdrive unit may have to be dis-assembled in order to realign splines.

(b) If overdrive unit does requires service, referto Overdrive Unit Overhaul section.

(8) Remove thrust bearing and thrust plate fromoverdrive piston (Fig. 5).

(9) Place transmission in horizontal position.(10) Remove transmission oil pan and gasket.(11) Remove oil filter from valve body (Fig. 6).

Keep filter screws separate from other valve bodyscrews. Filter screws are longer and should be keptwith filter.

(12) Remove overdrive piston from retainer (Fig.7).

(13) Remove pump oil seal with Special ToolC-3981B (Fig. 8). Be sure to tighten tool threads com-pletely into seal before using puller bolt to withdrawseal.


Fig. 5 Thrust Bearing And Plate Removal

Fig. 6 Oil Filter Removal/Installation

Fig. 7 Overdrive Piston Removal


ZJ 42RE TRANSMISSION OVERHAUL 21 - 99

(14) Remove park/neutral position switch (Fig. 9).

(15) Remove hex head bolts attaching valve bodyto transmission case (Fig. 10). A total of 10 bolts areused. Note different bolt lengths for assembly refer-ence.

(16) Remove valve body assembly. Push valve bodyharness connector out of case. Then work park rodand valve body out of case (Fig. 11). Exercise careduring removal as governor pressure solenoidand transducer can both be damaged by roughhandling.

(17) Remove accumulator piston and inner andouter springs (Fig. 11).

(18) Remove front band lever shaft access plug(Fig. 13). Plug is accessible through converter hous-ing. Use 1/4 inch drive extension to remove plug asshown.

(19) Loosen front band adjusting screw locknut 4-5turns. Then tighten band adjusting screw until band

Fig. 9 Park/Neutral Position Switch Removal/Installation

Fig. 10 Valve Body Bolt Locations

Fig. 11 Valve Body Removal

Fig. 12 Accumulator Piston And Springs

Fig. 13 Removing/Installing Front Band Lever ShaftAccess Plug


is tight around front clutch retainer. This preventsfront/rear clutches from coming out with pump andpossibly damaging clutch or pump components.

(20) Remove oil pump bolts.(21) Thread bolts of Slide Hammer Tools C-3752

into threaded holes in pump body flange (Fig. 14).(22) Bump slide hammer weights outward to re-

move pump and reaction shaft support assemblyfrom case (Fig. 14).

(23) Loosen front band adjusting screw until bandis completely loose.

(24) Squeeze front band together and remove bandstrut (Fig. 15).

(25) Remove front band lever shaft with pencilmagnet. Pin is accessible from converter housing sideof case (Fig. 16).

(26) Remove front band lever (Fig. 17)(27) Slide front band rearward and onto driving

shell. Band will not be removed until after front/rearclutch removal.

(28) Remove front and rear clutch units as assem-bly. Grasp input shaft, hold clutch units together andremove them from case (Fig. 18).

Fig. 14 Removing Oil Pump And Reaction ShaftSupport Assembly

Fig. 15 Removing/Installing Front Band Strut

Fig. 16 Removing Front Band Lever Shaft

Fig. 17 Removing/Installing Front Band Lever

Fig. 18 Removing Front/Rear Clutch Assemblies


(29) Lift front clutch off rear clutch (Fig. 19). Setclutch units aside for overhaul.

(30) Remove intermediate shaft thrust washerfrom front end of shaft or from rear clutch hub (Fig.20).

(31) Remove output shaft thrust plate from inter-mediate shaft hub (Fig. 21).

(32) Slide front band off driving shell (Fig. 22) andremove band from case.

(33) Remove planetary geartrain as assembly (Fig.23). Support geartrain with both hands during re-moval. Do not allow machined surfaces on intermedi-ate shaft or overdrive piston retainer to becomenicked or scratched.

(34) Loosen rear band adjusting screw 4-5 turns.(35) Remove low-reverse drum snap ring (Fig. 24).(36) Remove bolts attaching overdrive piston re-

tainer to rear of case (Fig. 25). Then remove pistonretainer and gasket.

(37) Remove rear band pivot and reaction pins(Fig. 26). Use parallel jaw snap ring pliers to removepins. Insert and spread plier jaws in pin bore to grippin. Then twist and pull pins to remove them.

(38) Remove rear band lever.

Fig. 19 Separating Front/Rear Clutch Assemblies

Fig. 20 Removing Intermediate Shaft Thrust Washer

Fig. 21 Removing Intermediate Shaft Thrust Plate

Fig. 22 Front Band Removal/Installation


(39) Remove low-reverse drum and rear band asassembly. Turn drum clockwise and pull outward toremove it from overrunning clutch (Fig. 27).

(40) Remove bolts attaching overrunning clutchcam to case (Fig. 28).

(41) Remove overrunning clutch cam and rollerclutch assembly as a unit (Fig. 29). Turn cam backand forth and tilt it inward to remove it from case.

(42) Compress front servo rod guide about 1/8 inchwith Valve Spring Compressor C-3422-B (Fig. 30). A

Fig. 23 Removing Planetary Geartrain AndIntermediate Shaft Assembly

Fig. 24 Removing Low-Reverse Drum Snap Ring

Fig. 25 Overdrive Piston Retainer Bolt Location

Fig. 26 Rear Band And Lever Pin Location

Fig. 27 Low-Reverse Drum And Rear Band Removal


C-clamp and Special Tool C-4470 can also be used tocompress rod guide.

(43) Remove front servo rod guide snap ring. Ex-ercise caution when removing snap ring. Servobore can be scratched or nicked if care is notexercised.

(44) Remove compressor tools and remove frontservo rod guide, spring and servo piston.

(45) Compress rear servo spring retainer about1/16 inch with Valve Spring Compressor C-3422-B(Fig. 31). A C-clamp and Tool C-4470 or SP-5560 canalso be used to compress spring retainer.

(46) Remove rear servo spring retainer snap ring.Then remove compressor tools and remove rear servospring and piston.

(47) Inspect transmission and overdrive compo-nents. If major components such as the over-drive unit, front clutch, or oil pump requireservice, refer to appropriate overhaul proce-dure.

OVERHAUL SERVICE INFORMATIONInspect the transmission bushings during overhaul.

Bushing condition is important as worn, scored bush-ings contribute to low pressures, clutch slip and ac-

celerated wear of other components. However, do notreplace bushings as a matter of course. Replace bush-ings only when they are actually worn, or scored.

Use recommended tools to replace bushings. Thetools are sized and designed to remove, install, andseat bushings correctly. The bushing replacementtools are included in Bushing Tool Set C-3887-J, orC-3887-B.

Pre-sized service bushings are available for replace-ment purposes. Only the sun gear bushings are notserviced. The sun gear is replaced as an assembly ifthe bushings are damaged.

Fig. 28 Overrunning Clutch Cam Bolt Locations

Fig. 29 Overrunning Clutch Assembly Removal

Fig. 30 Compressing Front Servo Rod Guide

Fig. 31 Compressing Rear Servo Spring


Heli-Coil inserts can be used to repair damaged,stripped or worn threads in aluminum parts. Theseinserts are available from most automotive jobbers.Stainless steel inserts are recommended.

The use of crocus cloth is permissible where neces-sary, providing it is used carefully. When used onshafts, or valves, use extreme care to avoid roundingoff sharp edges. Sharp edges are vital as they pre-vent foreign matter from getting between the valveand valve bore.

Do not reuse oil seals, gaskets, seal rings, orO-rings during overhaul. Replace these parts as amatter of course. Also do not reuse snap rings or E-clips that are bent or distorted. Replace these partsas well.

Lubricate transmission parts with Mopar ATFPlus, Type 7176 transmission fluid during overhauland assembly. Use Mopar Door Ease, or Ru-Glyde toprelubricate seals, O-rings, and thrust washers. Pe-troleum jelly can also be used to lubricate and holdparts in place during reassembly.

TRANSMISSION CASE CLEANING ANDINSPECTION

Clean the case in a solvent tank. Flush the casebores and fluid passages thoroughly with solvent.Dry the case and all fluid passages with compressedair. Be sure all solvent is removed from the case andthat all fluid passages are clear.

Do not use shop towels or rags to dry the case(or any other transmission component) unlessthey are made from lint-free materials. Lintwill stick to case surfaces and transmissioncomponents and circulate throughout thetransmission after assembly. A sufficient quan-tity of lint can block fluid passages and inter-fere with valve body operation.

Inspect the case for cracks, porous spots, wornbores, or damaged threads. Damaged threads can berepaired with Helicoil thread inserts. However, thecase will have to be replaced if it exhibits any type ofdamage or wear.

Lubricate the front band adjusting screw threadswith petroleum jelly and thread the screw part-wayinto the case. Be sure the screw turns freely.

OVERRUNNING CLUTCH, LOW-REVERSE DRUMAND OVERDRIVE PISTON RETAINER INSPECTIONAND OVERHAUL

If the overrunning clutch and cam came out withthe low-reverse drum, remove the cam and clutchfrom the drum as follows: Thread two clutch cambolts into the cam. Then lift the clutch and cam outof the drum with the bolts (Fig. 32). Rotate the camback and forth to ease removal if necessary.

CLEANING AND INSPECTIONClean the clutch rollers, springs and retainer,

clutch cam, low-reverse drum and overdrive pistonretainer in solvent. Air dry the rollers after cleaning.

Inspect condition of each clutch part after cleaning.Replace the rollers and the retainer and spring as-sembly if the rollers, springs or spring retainer areworn or damaged. Replace the clutch cam if worn,cracked or damaged.

Inspect the overrunning clutch race and low-re-verse drum. Replace the drum and race as an assem-bly if either part is worn, scored or damaged.

Examine the overdrive piston retainer carefully forwear, cracks, scoring or other damage. Be sure theretainer hub is a snug fit in the case and low-reversedrum. Replace the retainer if worn or damaged.

OVERRUNNING CLUTCH ASSEMBLY(1) Install clutch rollers in spring retainer (Fig.

33). Be sure springs are seated squarely against roll-ers.

Fig. 32 Removing Overrunning Clutch FromLow-Reverse Drum

Fig. 33 Installing Overrunning Clutch Rollers InRetainer


(2) Install roller and spring assembly in clutch cam(Fig. 34).

(3) Lubricate overrunning clutch rollers, springscam and race with transmission fluid. Verify compo-nent installation before proceeding. Bolt holes inclutch cam are countersunk on one side. Be sure thisside of cam will face rearward as shown (Fig. 34).

(4) Inspect bolt holes in overrunning clutch cam.Note that one hole is not threaded. Identify locationof non threaded hole with paint mark for assemblyreference (Fig. 35).

(5) Set assembly aside for final installation afteroverhaul is complete.

OIL PUMP AND REACTION SHAFT SUPPORTOVERHAUL

PUMP AND SUPPORT DISASSEMBLY(1) Remove seal from around pump housing (Fig.

36).

(2) Loosen bolts that attach pump body to support(Fig. 37).

(3) Remove pump-to-support bolts and separatesupport from pump housing (Fig. 38).

(4) Remove inner and outer gears from reactionshaft support (Fig. 39).

(5) If pump seal was not removed during transmis-sion disassembly, remove seal with punch and ham-mer.

Fig. 34 Checking Overrunning Clutch Installation

Fig. 35 Marking Location Of Non-Threaded Hole InClutch Cam

Fig. 36 Removing Pump Housing Seal

Fig. 37 Loosening Pump Support Bolts

Fig. 38 Separating Pump Housing From ReactionShaft Support


(6) Remove front clutch thrust washer from sup-port hub (Fig. 40). Note position of chamfer onwasher inside diameter for installation reference.Chamfer side faces pump.

OIL PUMP AND REACTION SHAFT SUPPORTCLEANING AND INSPECTION

Clean pump and reaction shaft support componentswith solvent and dry them with compressed air.

Inspect the pump housing and support components.Replace the housing or support if the seal ringgrooves or machined surfaces are worn, scored, pit-ted, or damaged.

Replace the pump gears if pitted, worn chipped, ordamaged. Inspect the thrust washer for wear or dam-age. Replace the washer if necessary. Note that theinner gear used in 1993 and later 42RE oil

pumps has a new design drive lug. The new de-sign incorporates drive flats instead of thesquare lug used previously. The torque con-verter hub has also been redesigned to acceptthe new drive. If pump gear replacement is nec-essary, be very sure to order and install thenew style gears.

Inspect the pump and reaction shaft support bush-ings. Minor bushing wear is acceptable. Replace thebushings only if scored, or severely worn.

Install the gears in the pump housing and measureend clearance with a feeler gauge and straightedge(Fig. 41). End clearance should be 0.010 - 0.06 mm(0.0004 - 0.0025 in.).

Fig. 40 Oil Pump And Reaction Shaft Support Components

Fig. 39 Pump Gear Removal

Fig. 41 Measuring Pump Gear End Clearance


Measure clearance between the outer gear and thepump body (Fig. 42). Clearance should be 0.08 - 0.19mm (0.0035 - 0.0075 in.).

Measure gear tooth clearance with a feeler gauge.Align one tooth of the outer gear in inner gear andmeasure clearance (Fig. 43). Clearance should be0.08 - 0.19 mm (0.0035 - 0.0075 in.).

REPLACING OIL PUMP BUSHING(1) Remove pump bushing with Tool Handle

C-4171 and Bushing Remover SP-3551 (Fig. 44).(2) Install new pump bushing with Tool Handle

C-4171 and Bushing Installer SP-5117 (Fig. 44).Bushing should be flush with pump housing bore.

(3) Stake new pump bushing in two places withblunt punch (Fig. 45). Remove burrs from stakepoints with knife blade afterward.

REPLACING REACTION SHAFT SUPPORTBUSHING

(1) Assemble Bushing Remover Tools SP-1191,3633 and 5324 (Fig. 46). Do not clamp any part ofreaction shaft or support in vise.

(2) Hold Cup Tool SP-3633 firmly against reactionshaft and thread remover SP-5324 into bushing asfar as possible by hand. Then thread remover tool 3-4additional turns into bushing with a wrench.

(3) Turn remover tool hex nut down against re-mover cup to pull bushing from shaft. Clean all chipsfrom shaft after bushing removal.

(4) Lightly grip old bushing in vise or with pliersand back remover tool out of bushing.

(5) Assemble Bushing Installer Tools C-4171 andSP-5325 (Fig. 46).

(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.

ASSEMBLING OIL PUMP AND REACTIONSHAFT SUPPORT

(1) Lubricate gear bore in pump housing withtransmission fluid.

(2) Lubricate pump gears with transmission fluid.

Fig. 42 Measuring Pump Housing-To-Inner GearClearances

Fig. 43 Measuring Pump Gear Tooth Clearance

Fig. 44 Removing Oil Pump Bushing

Fig. 45 Staking Oil Pump Bushing


(3) Support pump housing on wood blocks (Fig.47).

(4) Install outer gear in pump housing (Fig. 47).Gear can be installed either way (it is not a one-wayfit).

(5) Install pump inner gear (Fig. 48).

CAUTION: The pump inner gear is a one-way fit.The bore on one side of the gear inside diameter ischamfered. Be sure the chamfered side faces for-ward (to front of pump).

(6) Install new thrust washer on hub of reactionshaft support. Lubricate washer with transmissionfluid or petroleum jelly.

CAUTION: The thrust washer is a one-way fit. Thewasher inside diameter is chamfered on one side.Be sure the washer is installed with the chamferedside facing forward.

(7) If reaction shaft seal rings are being replaced,install new seal rings on support hub (Fig. 49). Lu-

bricate seal rings with transmission fluid or petro-leum jelly after installation. Squeeze each ring untilring ends are securely hooked together.

CAUTION: The reaction shaft support seal rings willbreak if overspread, or twisted. If new rings are be-ing installed, spread them only enough for installa-tion. Also be very sure the ring ends are securelyhooked together after installation. Otherwise, therings will either prevent pump installation, or breakduring installation.

(8) Install reaction shaft support on pump housing(Fig. 50).

(9) Align reaction support on pump housing. Usealignment marks made at disassembly. Or, rotatesupport until bolt holes in support and pump housingare all aligned (holes are offset for one-way fit).

(10) Install all bolts that attach support to pumphousing. Then tighten bolts finger tight.

(11) Tighten support-to-pump bolts to requiredtorque as follows:

(a) Reverse pump assembly and install it intransmission case. Position pump so bolts are fac-ing out and are accessible.

(b) Secure pump assembly in case with 2 or 3bolts, or with pilot studs.

Fig. 46 Replacing Reaction Shaft Support Bushing

Fig. 47 Supporting Pump And Installing Outer Gear

Fig. 48 Pump Inner Gear Installation

Fig. 49 Hub Seal Ring Position


(c) Tighten support-to-pump bolts to 20 Nzm (15ft. lbs.).

(d) Remove pump assembly from transmissioncase.(12) Install new oil seal in pump with Special Tool

C-4193 and Tool Handle C-4171 (Fig. 51). Be sureseal 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 with petroleumjelly. Lubricate pump seal with Ru-Glyde or petro-leum jelly.

FRONT CLUTCH OVERHAUL

FRONT CLUTCH DISASSEMBLY(1) Remove waved snap ring and remove pressure

plate, clutch plates and clutch discs (Fig. 52).(2) Compress clutch piston spring with Compressor

Tool C-3575-A (Fig. 53). Be sure legs of tool areseated squarely on spring retainer before compress-ing spring.

(3) Remove retainer snap ring and remove com-pressor tool.

(4) Remove spring retainer and clutch spring. Noteposition of retainer on spring for assembly reference.

(5) Remove clutch piston from clutch retainer. Re-move piston by rotating it up and out of retainer.

Fig. 51 Pump Oil Seal Installation

Fig. 52 Front Clutch Components

Fig. 50 Assembling Reaction Shaft Support AndPump Housing


(6) Remove seals from clutch piston and clutch re-tainer hub. Discard both seals as they are not reusable.

FRONT CLUTCH INSPECTIONClean the front clutch components in solvent and dry

them with compressed air only. Do not use rags or shoptowels to dry any of the clutch parts. Lint from suchmaterials will adhere to the component surfaces andcould restrict or block fluid passages after assembly.

Replace the clutch discs if warped, worn, scored,burned or charred, or if the facing is flaking off. Re-place the steel plates if heavily scored, warped, orbroken. Be sure the driving lugs on the plates are ingood condition. The lugs must not be bent, cracked ordamaged in any way.

Replace the clutch spring and spring retainer if ei-ther is distorted, warped or broken.

Check the lug grooves in the clutch retainer. Thesteel plates should slide freely in the slots. Replacethe retainer if the grooves are worn or damaged.

Check action of the check ball in the retainer (Fig.54). The ball must move freely and not stick.

Inspect the clutch retainer bushings carefully(Fig. 55). The retainer bushings are not service-able. It will be necessary to replace the retainerif either bushing is scored, or worn.

Inspect the piston and retainer seal surfaces fornicks or scratches. Minor scratches can be removedwith crocus cloth. However, replace the piston and/orretainer if the seal surfaces are seriously scored.

FRONT CLUTCH ASSEMBLY(1) Soak clutch discs in transmission fluid while

assembling other clutch parts.(2) Install new seals on piston and in hub of re-

tainer. Be sure lip of each seal faces interior of clutchretainer.

(3) Lubricate lips of piston and retainer seals withliberal quantity of Mopar Door Ease, or with Ru-Glyde. Then lubricate retainer hub, bore and pistonwith transmission fluid.

(4) Install clutch piston in retainer (Fig. 56). Usetwisting motion to seat piston in bottom of retainer.Do not attempt to push the piston straight in.This could fold the seals over causing leakageand clutch slip.

(5) Position spring in clutch piston (Fig. 57).(6) Position spring retainer on top of piston spring

(Fig. 58). Make sure retainer is properly in-stalled. Small raised tabs should be facing up-ward. Semicircular lugs on underside ofretainer are for positioning retainer in spring.

(7) Compress piston spring and retainer with Com-pressor Tool C-3575-A (Fig. 53). Then install newsnap ring to secure spring retainer and spring.

(8) Install clutch plates and discs (Fig. 52). Installsteel plate then disc until all plates and discs are in-stalled. Four discs are required.

(9) Install pressure plate and waved snap ring(Fig. 52).

Fig. 53 Compressing Front Clutch Piston Spring

Fig. 54 Front Clutch Piston Retainer Check BallLocation

Fig. 55 Retainer Bushing Locations


(10) Check clutch plate clearance (Fig. 59). Clear-ance should be 1.70 to 3.40 mm (0.067 to 0.134 in.).If clearance is incorrect, clutch discs, pressure platesand snap ring may have to be changed.

REAR CLUTCH OVERHAUL

REAR CLUTCH DISASSEMBLY(1) Remove plastic thrust washer from forward

side of clutch retainer.(2) Remove selective clutch pack snap ring (Fig.

60).(3) Remove top pressure plate, clutch discs, steel

plates, bottom pressure plate and wave spring (Fig.60).

(4) Remove clutch piston. Grasp piston and rotatepiston up and out of retainer.

(5) Remove and discard piston seals.(6) Remove input shaft snap ring (Fig. 61).(7) Press input shaft out of retainer with shop

press and suitable size press tool (Fig. 62).(8) Remove input shaft front/rear seal rings.

REAR CLUTCH INSPECTIONClean the clutch components with solvent and dry

them with compressed air. Do not use rags or shoptowels to dry any of the clutch parts. Lint from suchmaterials will adhere to component surfaces andcould restrict or block fluid passages after assembly.

Replace the clutch discs if warped, worn, scored,burned/charred, the lugs are damaged, or if the fac-ing is flaking off. Replace the top and bottom pres-sure plates if scored, warped, or cracked. Be sure thedriving lugs on the pressure and clutch plates arealso in good condition. The lugs must not be bent,cracked or damaged in any way.

Fig. 56 Front Clutch Piston Installation

Fig. 57 Clutch Spring Installation

Fig. 58 Correct Spring Retainer Installed Position

Fig. 59 Measuring Front Clutch Pack Clearance


Replace the piston spring and wave spring if eitherpart is distorted, warped or broken.

Check the lug grooves in the clutch retainer. Theclutch and pressure plates should slide freely in theslots. Replace the retainer if the grooves are worn ordamaged. Also check action of the check ball in thepiston. The check ball must move freely and notstick.

Replace the retainer bushing if worn, scored, ordoubt exists about bushing condition.


Check condition of the fiber thrust washer andmetal output shaft thrust washer. Replace eitherwasher if worn or damaged.

Check condition of the seal rings on the input shaftand clutch retainer hub. Replace the seal rings only

Fig. 60 Rear Clutch Components

Fig. 61 Removing/Installing Input Shaft Snap Ring

Fig. 62 Removing Input Shaft From Rear ClutchRetainer


if obviously damaged. The input shaft front seal ringis teflon with chamfered ends. The rear ring is metalwith interlocking ends.

Check the input shaft for wear, or damage. Replacethe shaft if worn, scored or damaged in any way.

REAR CLUTCH ASSEMBLY(1) Soak clutch discs in transmission fluid.(2) Install new seal rings on clutch retainer hub

and input shaft (Figs. 63 and 64).(a) Be sure clutch hub retainer seal ring is fully

seated in groove (Fig. 63). Ring must not betwisted, or distorted.

(b) Note that input shaft front seal ring is teflonand rear seal ring is metal (Fig. 64). Be sure cham-fered ends of teflon ring are properly joined andthat ends of rear ring are securely hooked together.

(c) Lubricate retainer and shaft seal rings withlight coat of petroleum jelly after installation.

(3) Lubricate splined end of input shaft and clutchretainer with transmission fluid. Then press inputshaft into retainer (Fig. 65).

(4) Install input shaft retaining ring (Fig. 61).(5) Install new seals on clutch piston. Be sure lip

of each seal faces interior of clutch retainer.(6) Lubricate lip of piston seals with liberal quan-

tity of Mopar Door Ease, or with Ru-Glyde. Then lu-bricate retainer hub and bore with transmissionfluid.

(7) Install clutch piston in retainer. Use twistingmotion to seat piston in bottom of retainer. Do notattempt to push the piston straight in. Thiscould fold the seals over causing leakage andclutch slip.

(8) Install piston spring in retainer and on top ofpiston (Fig. 56). Concave side of spring faces up asshown.

(9) Install wave spring in retainer (Fig. 66). Besure spring is completely seated in retainer groove.

(10) Install bottom pressure plate (Fig. 60). Ridgedside of plate faces downward (toward piston) and flatside toward clutch pack.

Fig. 63 Installing Rear Clutch Retainer And InputShaft Seal Rings

Fig. 64 Input Shaft Seal Ring Identification

Fig. 65 Pressing Input Shaft Into Rear ClutchRetainer


(11) Install first clutch disc in retainer on top ofbottom pressure plate. Then install a clutch plate fol-lowed by a clutch disc until entire clutch pack is in-stalled. Four clutch discs and three steel plates arerequired.

(12) Install top pressure plate (Fig. 60).(13) Install selective snap ring (Fig. 60). Be sure

snap ring is fully seated in retainer groove.(14) Measure clutch pack clearance (Fig. 67).

Clearance should be 0.64 to 1.14 mm (0.025 to 0.045in.). If clearance is incorrect, adjust clearance withselect fit snap ring.

(15) Coat rear clutch thrust washer with petro-leum jelly and install washer over input shaft andinto clutch retainer (Fig. 68). Use enough petroleumjelly to hold washer in place.

(16) Set rear clutch aside for installation during fi-nal assembly.

PLANETARY GEAR TRAIN AND INTERMEDIATESHAFT OVERHAUL

GEARTRAIN DISASSEMBLY (FIG. 69)(1) Remove snap ring, tabbed thrust washer and

thrust plate from front of output shaft.(2) Remove front annulus gear and support assem-

bly.(3) Remove front planetary front thrust washer.(4) Remove front planetary gear.(5) Remove front planetary rear thrust washer.(6) Remove sun gear and driving shell.(7) Remove snap ring that retains sun gear in driv-

ing shell and remove sun gear and thrust plates.Note thrust plate position for assembly reference.

(8) Remove tabbed thrust washer from rear plane-tary gear.

(9) Remove rear planetary gear from rear annulusgear and remove annulus gear from intermediateshaft.

(10) Remove snap rings securing annulus gears tosupports. Then separate each gear from support.

PLANETARY GEARTRAIN INSPECTIONClean the planetary components in solvent and dry

them with compressed air.Check sun gear and driving shell condition. Re-

place the gear if damaged or if the bushings arescored or worn. The bushings are not serviceable. Re-place the driving shell if worn, cracked or damaged.

Replace planetary gear sets if gears, pinion pins, orcarrier are damaged in any way. Replace the annulusgears and supports if either component is worn ordamaged.

Inspect the geartrain spacers, thrust plates, snaprings, and thrust washers. Replace any part that isworn or damaged. Do not attempt to reuse theseparts.

Fig. 66 Piston And Wave Spring Position

Fig. 67 Checking Rear Clutch Pack Clearance

Fig. 68 Installing Rear Clutch Thrust Washer


Inspect the intermediate shaft carefully. Pay partic-ular attention to the machined bushing/bearing sur-faces on the shaft.

Replace the intermediate shaft if any machinedsurfaces are scored, pitted, or damaged in any way.Also replace the shaft if the splines are damaged, orexhibits cracks at any location. Be sure the selectspacer groove on the shaft is in good condition. Trialfit the spacer if necessary.

PLANETARY GEARTRAIN ASSEMBLY(1) Lubricate intermediate shaft and planetary

components with transmission fluid. Use petroleumjelly to lubricate and hold thrust washers and platesin position.

(2) Assemble rear annulus gear and support if dis-assembled. Be sure support snap ring is seated andthat shoulder side of support faces rearward.

(3) Install rear thrust washer on rear planetarygear (Fig. 70). Use enough petroleum jelly to holdwasher in place. Also be sure washer tabs are prop-erly engaged in gear slots.

(4) Install rear annulus over and onto rear plane-tary gear (Fig. 70).

(5) Install assembled rear planetary and annulusgear on intermediate shaft (Fig. 71). Verify that as-sembly is fully seated on shaft.

(6) Install front thrust washer on rear planetarygear (Fig. 72). Use enough petroleum jelly to holdwasher on gear.

(7) Install spacer on sun gear (Fig. 73).(8) Install thrust plate over sun gear and on top of

spacer (Fig. 74). Note that thrust plates are inter-changeable. Use either plate on sun gear and rear ofdriving shell.

(9) Insert sun gear into driving shell (Fig. 75).

Fig. 69 Transmission Planetary Gear Train

Fig. 70 Assembling Rear Annulus And PlanetaryGear


(10) Hold sun gear in position and install rearthrust plate. Plate goes over sun gear at rear of driv-ing shell (Fig. 75).

(11) Position wood block on bench and support sungear on block (Fig. 76). This makes it easier to align

and install sun gear lock ring. Keep wood blockhandy as it will also be used for geartrain end playcheck.

Fig. 71 Installing Assembled Rear Annulus AndPlanetary Gear On Intermediate Shaft

Fig. 72 Installing Rear Planetary Front Thrust Washer

Fig. 73 Installing Sun Gear Spacer

Fig. 74 Installing Spacer And Thrust Plate On SunGear

Fig. 75 Installing Sun Gear And Rear Thrust Plate InDriving Shell

Fig. 76 Supporting Sun Gear On Wood Block


(12) Align rear thrust plate on driving shell andinstall sun gear lock ring. Be sure ring is fully seatedin sun gear ring groove (Fig. 77).

(13) Install assembled driving shell and sun gearon intermediate shaft (Fig. 78).

(14) Install rear thrust washer on front planetarygear (Fig. 79). Use enough petroleum jelly to holdwasher on gear and be sure washer tabs are all prop-erly seated.

(15) Assemble front annulus gear and support ifnecessary.

(16) Position thrust plate on front annulus gearsupport (Fig. 80). Use liberal quantity of petroleumjelly to hold plate in place.

(17) Install front planetary gear on intermediateshaft and in driving shell (Fig. 81).

(18) Install front thrust washer on front planetarygear (Fig. 81). Use enough petroleum jelly to holdwasher in place on gear and be sure washer tabs areseated.

Fig. 77 Installing Sun Gear Lock Ring

Fig. 78 Installing Assembled Sun Gear And DrivingShell On Intermediate Shaft

Fig. 79 Installing Rear Thrust Washer On FrontPlanetary Gear

Fig. 80 Installing Thrust Plate On Front AnnulusSupport

Fig. 81 Installing Front Planetary And AnnulusGears


(19) Assemble front annulus gear and support. Besure support snap ring is seated.

(20) Install front annulus thrust washer (Fig. 82).Align flat on washer with flat on planetary hub. Alsobe sure washer tab is facing forward.

(21) Install front annulus snap ring (Fig. 83). Usesnap ring pliers to avoid distorting ring during in-stallation. Also be sure ring is fully seated.

(22) Install planetary selective snap ring with snapring pliers (Fig. 84). Be sure ring is fully seated.

(23) Turn planetary geartrain assembly over sodriving shell is facing workbench. Then supportgeartrain on wood block positioned under forwardend of output shaft. This is necessary so geartraincomponents will move forward for accurate end playcheck.

(24) Check planetary geartrain end play withfeeler gauge (Fig. 85). Gauge goes between shoulderon intermediate shaft and end of rear annulus sup-port.

(25) 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. Snapring is available in three different thicknesses for ad-justment purposes.Fig. 82 Installing Front Annulus Thrust Washer

Fig. 83 Installing Front Annulus Snap Ring

Fig. 84 Installing Planetary Selective Snap Ring

Fig. 85 Checking Planetary Geartrain End Play


FRONT SERVO AND BAND OVERHAUL

FRONT SERVO DISASSEMBLY (FIG. 86)(1) Remove small snap ring from servo piston.(2) Remove piston, rod, springs and guide.(3) Remove and discard servo piston rings and O-

ring.

FRONT BAND AND SERVO INSPECTIONClean the servo components with solvent and dry

them with compressed air.Inspect the servo components. Replace the springs

if collapsed, distorted or broken. Replace the guide,rod and piston if cracked, bent, or worn. Discard theservo snap ring if distorted or warped.

Replace the front band if distorted, the lining isburned or flaking off, or excessively worn.

Check the servo piston bore for wear. Replace thepiston and rod as an assembly if either part is wornor damaged.

Replace any servo component if doubt exists aboutits condition. Do not reuse suspect parts.

ASSEMBLING FRONT SERVO PISTON(1) Lubricate seal rings and O-rings with petro-

leum jelly. Lubricate other servo parts with transmis-sion fluid.

(2) Install new O-ring on servo piston rod.(3) Install new seal on piston rod guide and install

new seal rings on piston.(4) Assemble rod, piston, servo springs and snap

ring (Fig. 86).

REAR SERVO AND BAND OVERHAUL

REAR SERVO PISTON DISASSEMBLY(1) Remove seal from servo piston. Note which way

seal lip faces for assembly reference.(2) Compress cushion spring in vise only enough to

allow piston plug snap ring removal (Fig. 87). Usewood block between vise jaws and end of piston plugto keep plug aligned and in position.

(3) Remove snap ring from end of piston plug (Fig.87).

(4) Open vise and remove wood block, piston plug,cushion spring and servo piston.

REAR SERVO INSPECTIONClean the servo components (Fig. 88) with solvent

and dry them with compressed air.Check rear band condition. Replace the band if dis-

torted, the lining is burned or flaking off, or the lin-ing is excessively worn. Check the band pivot andreaction pins. Minor pin scoring can be cleaned upwith crocus cloth. However, replace the pins if worn,severely scored, or cracked. Replace the pin O-rings.

Inspect the servo components. Replace the servoand cushion springs if collapsed, distorted or broken.Replace the plug or piston if cracked, bent, or worn.Discard the servo snap ring and spring retainer ifdistorted or warped.

If doubt exists about the condition of any servocomponent, replace it. Do not reuse suspect parts.

ASSEMBLING REAR SERVO PISTON(1) Assemble piston plug, cushion spring and pis-

ton (Fig. 88).(2) Compress cushion spring in vise and install pis-

ton plug snap ring (Fig. 87).(3) Install new seal on piston. Be sure seal lip is

toward servo bore (Fig. 89).(4) Lubricate piston seal with petroleum jelly. Lu-

bricate other servo parts with transmission fluid.

Fig. 86 Front Servo Components

Fig. 87 Removing/Installing Servo Piston Plug SnapRing


VALVE BODY SERVICE AND ADJUSTMENT

VALVE BODY MAIN COMPONENTDISASSEMBLY

CAUTION: Do not clamp any valve body componentin a vise. This practice can damage the componentresulting in unsatisfactory operation after assemblyand installation. Do not use pliers to remove any ofthe valves, plugs or springs and do not force any ofthe components out or into place. The valves andvalve body housings will be damaged if force isused. Tag or mark the valve body springs for refer-ence as they are removed. Do not allow them to be-come intermixed.

(1) Disconnect wires from governor pressure sensorand solenoid (Fig. 90).

(2) Remove screws attaching governor body and re-tainer plate to transfer plate (Fig. 91).

(3) Remove retainer plate, governor body and gas-ket from transfer plate (Fig. 92).

(4) Disconnect wires from governor pressure sen-sor, if not done previously (Fig. 93).

(5) Remove governor pressure sensor from gover-nor body. Sensor is retained in body with M-shapedspring clip (Fig. 93). Remove clip with small pointedtool and slide sensor out of body.

(6) Remove governor pressure solenoid by pullingit straight out of bore in governor body (Fig. 94). Re-move and discard solenoid O-rings if worn, cut, ortorn.

(7) Remove small shoulder bolt that secures sole-noid harness case connector to 3-4 accumulator hous-ing (Fig. 95). Retain

Fig. 88 Rear Servo Components

Fig. 89 Installing Rear Servo Piston Seal

Fig. 90 Governor Pressure Solenoid And SensorWire Locations

Fig. 91 Governor Body And Retainer Plate AttachingScrew Removal/Installation


shoulder bolt. Either tape it to harness or thread itback into accumulator housing after connector re-moval.

(8) Unhook overdrive/converter solenoid harnessfrom 3-4 accumulator cover plate (Fig. 96).

(9) Turn valve body over and remove screws thatattach overdrive/converter solenoid assembly to valvebody (Fig. 97). (10) Remove solenoid and harness assembly from

valve body (Fig. 98).

Fig. 92 Governor Body, Retainer Plate And GasketRemoval

Fig. 93 Governor Pressure Sensor Removal

Fig. 94 Governor Pressure Solenoid Removal

Fig. 95 Removing/Installing Solenoid Harness CaseConnector Shoulder Bolt

Fig. 96 Unhooking Solenoid Harness FromAccumulator Cover Plate


(11) Remove boost valve cover (Fig. 99).(12) Remove boost valve retainer, valve spring and

boost valve (Fig. 100).

(13) Secure detent ball and spring with RetainerTool 6583 (Fig. 101).

(14) Remove E-clip and washer that retains throt-tle lever shaft in manual lever (Fig. 102).

Fig. 97 Removing Solenoid Assembly Screws

Fig. 98 Solenoid Assembly Removal

Fig. 99 Boost Valve Cover Location

Fig. 100 Boost Valve Components

Fig. 101 Securing Detent Ball And Spring

Fig. 102 Throttle Lever E-Clip And Washer Removal


(15) Remove manual lever and throttle lever (Fig.103). Rotate and lift manual lever off valve body andthrottle lever shaft. Then slide throttle lever out ofvalve body.

(16) Position pencil magnet next to detent housingto catch detent ball and spring. Then carefully re-move Retainer Tool 6583 and remove detent ball andspring (Fig. 104).

(17) Remove park rod E-clip and separate rod frommanual lever (Fig. 105).

(18) Remove screws attaching pressure adjustingscrew bracket to valve body and transfer plate (Fig.106). Hold bracket firmly against spring tensionwhile removing last screw.

(19) Remove adjusting screw bracket, line pressureadjusting screw, pressure regulator valve spring andswitch valve spring (Fig. 107). Do not removethrottle pressure adjusting screw from bracketand do not disturb setting of either adjustingscrew during removal.

Fig. 103 Manual And Throttle Lever Removal

Fig. 104 Detent Ball And Spring Removal

Fig. 105 Park Rod Removal

Fig. 106 Adjusting Screw Bracket FastenerRemoval/Installation

Fig. 107 Adjusting Screw Bracket And Spring Removal


(20) Loosen left-side 3-4 accumulator housing at-taching screw about 2-3 threads. Then remove centerand right-side housing attaching screws (Fig. 108).

(21) Carefully rotate 3-4 accumulator housing up-ward and remove 3-4 shift valve spring and converterclutch valve plug and spring (Fig. 109).

(22) Remove left-side screw and remove 3-4 accu-mulator housing from valve body (Fig. 110).

(23) Remove pressure regulator valve spring fromlower housing (Fig. 111).

(24) Bend back tabs on boost valve tube brace (Fig.112).

(25) Remove boost valve connecting tube (Fig. 113).Disengage tube from upper housing port first. Thenrock opposite end of tube back and forth to work itout of lower housing.

CAUTION: Do not use tools to loosen or pry theconnecting tube out of the valve body housings.Loosen and remove the tube by hand only.

(26) Turn valve body over so lower housing is fac-ing upward (Fig. 114). In this position, the two checkballs in upper housing will remain in place and notfall out when lower housing and separator plate areremoved.

(27) Remove screws attaching valve body lowerhousing to upper housing and transfer plate (Fig.114). Note position of boost valve tube brace forassembly reference.

Fig. 108 Accumulator Housing Screw Locations

Fig. 109 Removing 3-4 Shift And Converter ClutchValve Springs And Plug

Fig. 110 3-4 Accumulator Housing, Valve SpringsAnd Plug Removal

Fig. 111 Lower Housing Valve Spring Locations


(28) Remove lower housing and overdrive separa-tor plate from transfer plate (Fig. 114).

(29) Remove transfer plate from upper housing(Fig. 115).

(30) Turn transfer plate over so upper housing sep-arator plate is facing upward (Fig. 116).

(31) Remove brace plate from lower housing sepa-rator plate and transfer plate (Fig. 116).

(32) Remove upper housing separator plate fromtransfer plate (Fig. 117). Note position of filter inseparator plate for assembly reference.

(33) Remove rear clutch and rear servo check ballsfrom transfer plate. Note check ball location for as-sembly reference (Fig. 118). Check balls will be

steel on some early production models andplastic on later production models.

Fig. 112 Boost Valve Tube Brace (Double Tab Style)

Fig. 113 Boost Valve Tube Removal

Fig. 114 Lower Housing Removal

Fig. 115 Removing Transfer Plate From UpperHousing

Fig. 116 Brace Plate Removal

Fig. 117 Upper Housing Separator Plate Removal


VALVE BODY UPPER HOUSINGDISASSEMBLY

(1) Note location of check balls in valve body upperhousing (Fig. 119). Then remove the one large diam-eter and the six smaller diameter check balls. Checkballs will be steel on some early productionmodels and plastic on later production models.

(2) Remove E-clip that secure shuttle valve second-ary spring on valve stem (Fig. 120).

(3) Remove governor plug and shuttle valve covers(Fig. 121).

(4) Remove throttle plug, primary spring, shuttlevalve, secondary spring, and spring guides (Fig. 121).

(5) Remove boost valve retainer, spring and valveif not previously removed.

(6) Turn upper housing over and remove switchvalve, regulator valve and spring, and manual valve(Fig. 122).

(7) Remove kickdown detent, kickdown valve, andthrottle valve and spring (Fig. 122).

(8) Remove throttle plug and 1-2 and 2-3 governorplugs (Fig. 122). Also remove shuttle valve primaryspring if not removed in prior step.

Fig. 118 Rear Clutch And Rear Servo Check BallLocations

Fig. 119 Check Ball Locations In Upper Housing

Fig. 120 Shuttle Valve E-Clip And Secondary SpringLocation


Fig. 121 Shuttle And Boost Valve Components

Fig. 122 Upper Housing Control Valve Locations


(9) Turn upper housing around and remove limitvalve and shift valve covers (Fig. 123).

(10) Remove limit valve housing. Then remove re-tainer, spring, limit valve, and 2-3 throttle plug fromlimit valve housing (Fig. 123).

(11) Remove 1-2 shift control valve and spring (Fig.123).

(12) Remove 1-2 shift valve and spring (Fig. 123).(13) Remove 2-3 shift valve and spring from valve

body (Fig. 123).(14) Remove pressure plug cover (Fig. 123).(15) Remove line pressure plug, sleeve, throttle

pressure plug and spring (Fig. 123).

VALVE BODY LOWER HOUSINGDISASSEMBLY (FIG. 124)

(1) Remove timing valve cover.(2) Remove 3-4 timing valve and spring.(3) Remove 3-4 quick fill valve, spring and plug.(4) Remove 3-4 shift valve and spring.(5) Remove converter clutch valve, spring and

plug.(6) Remove converter clutch timing valve, retainer

and valve spring.

3-4 ACCUMULATOR HOUSING DISASSEMBLY(FIG. 125)

(1) Remove end plate from housing.(2) Remove piston spring.(3) Remove piston. Remove and discard piston

seals.

VALVE BODY CLEANING AND INSPECTIONClean the valve housings, valves, plugs, springs,

and separator plates with a standard parts cleaningsolution only. Do not use gasoline, kerosene, or anytype of caustic solution.

Do not immerse any of the electrical components incleaning solution. Clean the governor solenoid andsensor and the dual solenoid and harness assemblyby wiping them off with dry shop towels only.

Dry the parts with compressed air. Make sure allpassages are clean and free from obstructions. Donot use rags or shop towels to dry or wipe offvalve body components. Lint from these materi-als will adhere to the valve body components.Lint will interfere with valve operation andmay clog filters and fluid passages.

Wipe the governor pressure sensor and solenoidvalve with dry, lint free shop towels only. The O-ringson the sensor and solenoid valve are the only service-able components (Figs. 126 and 127). Be sure thevent ports in the solenoid valve are open and not

Fig. 123 Upper Housing Shift Valve And Pressure Plug Locations


blocked by dirt or debris. Replace the valve and/orsensor only when DRB II scan tool diagnosis indi-cates this is necessary. Or, if either part has sus-tained physical damage (dented, deformed, broken,etc.).

CAUTION: Do not turn the small screw at the end ofthe solenoid valve for any reason. Turning thescrew in either direction will ruin solenoid calibra-tion and result in solenoid failure. In addition, thefilter on the solenoid valve is NOT serviceable. Donot try to remove the filter as this will damage thevalve housing.

Inspect the throttle and manual valve levers andshafts (Fig. 128). Do not attempt to straighten a bent

Fig. 124 Lower Housing Shift Valves And Springs

Fig. 125 3-4 Accumulator Housing Components

Fig. 126 Governor Pressure Solenoid Valve O-RingAnd Vent Location


shaft or correct a loose lever. Replace these compo-nents if worn, bent, loose or damaged in any way.

Inspect all of the valve body mating surfaces forscratches, nicks, burrs, or distortion. Use a straight-edge to check surface flatness. Minor scratches maybe removed with crocus cloth using only very lightpressure.

Minor distortion of a valve body mating surfacemay be corrected by smoothing the surface with asheet of crocus cloth. Position the crocus cloth on asurface plate, sheet of plate glass or equally flat sur-face. If distortion is severe or any surfaces areheavily scored, the valve body will have to be re-placed.

CAUTION: Many of the valves and plugs, such asthe throttle valve, shuttle valve plug, 1-2 shift valveand 1-2 governor plug, are made of coated alumi-num. Aluminum components are identified by thedark color of the special coating applied to the sur-face (or by testing with a magnet). Do not sand alu-minum valves or plugs under any circumstances.This practice could damage the special coatingcausing the valves/plugs to stick and bind.

Inspect the valves and plugs for scratches, burrs,nicks, or scores. Minor surface scratches on steelvalves and plugs can be removed with crocus clothbut do not round off the edges of the valve orplug lands. Maintaining sharpness of these edges isvitally important. The edges prevent foreign matterfrom lodging between the valves and plugs and thebore.

Inspect all the valve and plug bores in the valvebody. Use a penlight to view the bore interiors. Re-place the valve body if any bores are distorted orscored. Inspect all of the valve body springs. Thesprings must be free of distortion, warpage or brokencoils.

Check the two separator plates for distortion ordamage of any kind. Inspect the upper housing,lower housing, 3-4 accumulator housing, and transferplate carefully. Be sure all fluid passages are cleanand clear. Check condition of the upper housing andtransfer plate check balls as well. The check ballsand ball seats must not be worn or damaged.

Trial fit each valve and plug in its bore to checkfreedom of operation. When clean and dry, the valvesand plugs should drop freely into the bores.

Valve body bores do not change dimensionally withuse. If the valve body functioned correctly when new,it will continue to operate properly after cleaning andinspection. It should not be necessary to replace avalve body assembly unless it is damaged in han-dling.

The only serviceable valve body components arelisted below. The remaining valve body componentsare serviced only as part of a complete valve body as-sembly. 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

Fig. 127 Governor Pressure Sensor O-Ring Location


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ets


VALVE BODY REASSEMBLY

CAUTION: Do not force valves or plugs into placeduring reassembly. If the valve body bores, valvesand plugs are free of distortion or burrs, the valvebody components should all slide into place easily.In addition, do not overtighten the transfer plateand valve body screws during reassembly. Over-tightening can distort the housings resulting invalve sticking, cross leakage and unsatisfactory op-eration. Tighten valve body screws to recom-mended torque only.

Lower Housing Assembly (Fig. 124)(1) Lubricate valves, springs, and the housing

valve and plug bores with clean transmission fluid.(2) Install 3-4 timing valve spring and valve in

lower housing.(3) Install 3-4 quick fill valve in lower housing.(4) Install 3-4 quick fill valve spring and plug in

housing.(5) Install timing valve end plate. Tighten end

plate screws to 4 Nzm (35 in. lbs.) torque.(6) Install 3-4 shift valve and spring.(7) Install converter clutch valve, spring and plug.(8) Install converter clutch timing valve and

spring.

3-4 Accumulator Assembly (Fig. 125)(1) Lubricate accumulator piston, seals and hous-

ing piston bore with clean transmission fluid.(2) Install new seal rings on accumulator piston.(3) Install piston and spring in housing.(4) Install end plate on housing.

Transfer Plate Assembly(1) Install rear clutch and rear servo check balls in

transfer plate (Fig. 118). Some early productionvalve bodies will have steel check balls whilelater models will have the new plastic checkballs.

(2) Install filter screen in upper housing separatorplate (Fig. 129).

(3) Align and position upper housing separatorplate on transfer plate (Fig. 116).

(4) Install brace plate (Fig. 116). Tighten brace at-taching screws to 4 Nzm (35 in. lbs.) torque.

(5) Install remaining separator plate attachingscrews. Tighten screws to 4 Nzm (35 in. lbs.) torque.

Assembling Upper And Lower Housings(1) Position upper housing so internal passages

and check ball seats are facing upward. Then installcheck balls in housing (Fig. 119). Seven check ballsare used. The single large check ball is approxi-mately 8.7 mm (11/32 in.) diameter. The remaining 6check balls are approximately 6.3 mm (1/4 in.) in di-ameter. Some early production valve bodies willhave steel check balls while later models willhave the new plastic check balls.

(2) Position assembled transfer plate and upperhousing separator plate on upper housing (Fig. 130).Be sure filter screen is seated in proper housing re-cess.

(3) Position lower housing separator plate ontransfer plate (Fig. 131).

(4) Install lower housing on assembled transferplate and upper housing (Fig. 132).

(5) Install and start valve body screws by hand.Then tighten screws evenly to 4 Nzm (35 in. lbs.)torque. Start at center and work out to sides whentightening screws (Fig. 132).

Upper Housing Valve And Plug Installation (Figs. 122, 123,124)

(1) Lubricate valves, plugs, springs with cleantransmission fluid.

(2) Assemble regulator valve line pressure plug,sleeve, throttle plug and spring. Insert assembly inupper housing and install cover plate. Tighten coverplate screws to 4 Nzm (35 in. lbs.) torque.

(3) Install 1-2 and 2-3 shift valves and springs.(4) Install 1-2 shift control valve and spring.Fig. 129 Separator Plate Filter Screen Installation

Fig. 130 Installing Transfer Plate On Upper Housing


(5) Install shift valve cover plate.(6) Install shuttle valve as follows:

(a) Insert plastic guides in shuttle valve second-ary spring and install spring on end of valve.

(b) Hold shuttle valve in place.(c) Compress secondary spring and install E-clip

in groove at end of shuttle valve.(d) Verify that spring and E-clip are properly

seated before proceeding.(7) Install shuttle valve cover plate. Tighten cover

plate screws to 4 Nzm (35 in. lbs.) torque.(8) Install 1-2 and 2-3 valve governor plugs in

valve body.(9) Install shuttle valve primary spring and throt-

tle plug.(10) Align and install governor plug cover. Tighten

cover screws to 4 Nzm (35 in. lbs.) torque.(11) Install manual valve.(12) Install throttle valve and spring.(13) Install kickdown valve and detent.(14) Install pressure regulator valve.

(15) Install switch valve.

Boost Valve Tube And Brace Installation(1) Position valve body assembly so lower housing

is facing upward (Fig. 113).(2) Lubricate tube ends and housing ports with

transmission fluid or petroleum jelly.(3) Start tube in lower housing port first. Then

swing tube downward and work opposite end of tubeinto upper housing port (Fig. 113).

(4) Insert and seat each end of tube in housings.(5) Slide tube brace under tube and into alignment

with valve body screw holes (Fig. 133).(6) Install and finger tighten three screws that se-

cure tube brace to valve body housings (Fig. 133).(7) Bend tube brace tabs up and against tube to

hold it in position (Fig. 134).(8) Tighten all valve body housing screws to 4

Nzm (35 in. lbs.) torque after tube and brace areinstalled. Tighten screws in diagonal patternstarting at center and working outward.

Fig. 131 Lower Housing Separator Plate Installation

Fig. 132 Installing Lower Housing On Transfer PlateAnd Upper Housing

Fig. 133 Boost Valve Tube And Brace Installation

Fig. 134 Securing Boost Valve Tube With BraceTabs


3-4 Accumulator Installation(1) Position converter clutch valve and 3-4 shift

valve springs in housing (Fig. 135).(2) Loosely attach accumulator housing with right-

side screw (Fig. 135). Install only one screw at thistime as accumulator must be free to pivot upward forease of installation.

(3) Position plug on end of converter clutch valvespring. Then compress and hold springs and plug inplace with fingers of one hand.

(4) Swing accumulator housing upward over valvesprings and plug.

(5) Hold accumulator housing firmly in place andinstall remaining two attaching screws. Be suresprings and clutch valve plug are properly seated(Fig. 136).

(6) Attach solenoid case connector to 3-4 accumula-tor with shoulder-type screw. Connector has small lo-cating tang that fits in dimple at top of accumulatorhousing (Fig. 95). Seat tang in dimple before tighten-ing connector screw.

(7) Install solenoid assembly and gasket. Tightensolenoid attaching screws to 8 Nzm (72 in. lbs.)torque.

(8) Verify that solenoid wire harness is properlyrouted (Figs. 95 and 96). Solenoid harness mustbe clear of manual lever and park rod and notbe pinched between accumulator housing andcover.

Valve Body Final Assembly And Adjustment(1) Insert manual lever detent spring in upper

housing.(2) Position line pressure adjusting screw in ad-

justing screw bracket.(3) Install spring on end of line pressure regulator

valve.(4) Install switch valve spring on tang at end of

adjusting screw bracket.(5) Position adjusting screw bracket on valve body.

Align valve springs and press bracket into place. In-stall short, upper bracket screws first and long bot-tom screw last. Verify that valve springs and bracketare properly aligned. Then tighten all three bracketscrews to 4 Nzm (35 in. lbs.) torque.

(6) Install throttle lever in upper housing. Then in-stall manual lever over throttle lever and start man-ual lever into housing.

(7) Position detent ball on end of spring. Then holddetent ball and spring in detent housing with Re-tainer Tool 6583 (Fig. 101).

(8) Align manual lever with detent ball and man-ual valve. Hold throttle lever upward. Then pressdown on manual lever until fully seated. Remove de-tent ball retainer tool after lever is seated.

(9) Then Install manual lever seal, washer and E-clip.

(10) Lubricate solenoid case connector O-rings andshaft of manual lever with light coat of petroleumjelly.

(11) Verify that throttle lever is aligned with end ofkickdown valve stem and that manual lever arm isengaged in manual valve (Fig. 137).

(12) Install boost valve, valve spring, retainer andcover plate. Tighten cover plate screws to 4 Nzm (35in. lbs.) torque.

(13) Obtain new fluid filter for valve body but donot install filter at this time.

(14) If line pressure and/or throttle pressure ad-justment screw settings were not disturbed, continuewith overhaul or reassembly. However, if adjustment

Fig. 135 Installing Converter Clutch And 3-4 ShiftValve Springs

Fig. 136 Seating 3-4 Accumulator On LowerHousing


screw settings were moved or changed, readjust asdescribed in Valve Body Control Pressure Adjustmentprocedure.

GOVERNOR BODY, SENSOR AND SOLENOIDINSTALLATION

CAUTION: Do not turn the small screw at the end ofthe governor pressure solenoid valve for any rea-son (Fig. 126). Turning the screw in either directionwill ruin solenoid calibration and result in solenoidfailure. In addition, the filter on the solenoid valve isNOT serviceable. Do not try to remove the filter asthis will damage the solenoid valve housing.

(1) Turn valve body assembly over so accumulatorside of transfer plate is facing down.

(2) Install new O-rings on governor pressure sole-noid and sensor (Figs. 126 and 127).

(3) Lubricate solenoid and sensor O-rings withclean transmission fluid.

(4) Install governor pressure sensor in governorbody. Then secure sensor with M-shaped retainingclip (Fig. 93).

(5) Install governor pressure solenoid in governorbody (Fig. 94). Push solenoid in until it snaps intoplace in body.

(6) Position governor body gasket on transfer plate(Fig. 92).

(7) Install retainer plate on governor body andaround solenoid (Fig. 90). Be sure solenoid connectoris positioned in retainer cutout.

(8) Align screw holes in governor body and transferplate. Then install and tighten governor body screwsto 4 Nzm (35 in. lbs.) torque.

(9) Connect harness wires to governor pressure so-lenoid and governor pressure sensor (Fig. 90).

VALVE BODY CONTROL PRESSUREADJUSTMENTS

There are two control pressure adjustments on thevalve body which are, line pressure and throttle pres-sure.

Line and throttle pressure work together as eachaffects shift quality and timing. Both adjustmentsmust be performed properly and in the correct se-quence. Line pressure is adjusted first and throttlepressure is adjusted last.

Line Pressure AdjustmentMeasure distance from the valve body to the inner

edge of the adjusting screw with an accurate steelscale (Fig. 138).

Distance should be 33.4 mm (1-5/16 inch).If adjustment is required, turn the adjusting screw

in, or out, to obtain required distance setting.The 33.4 mm (1-5/16 inch) setting is an ap-

proximate setting. Because of manufacturingtolerances, it may be necessary to vary fromthis dimension to obtain desired pressure.

One complete turn of the adjusting screw changesline pressure approximately 1-2/3 psi (9 kPa). Turn-ing the adjusting screw counterclockwise increasespressure while turning the screw clockwise decreasespressure.

Throttle Pressure AdjustmentInsert Gauge C-3763 between the throttle lever

cam and the kickdown valve stem (Fig. 139).Push the gauge tool inward to compress the kick-

down valve against the spring and bottom the throt-tle valve.

Maintain pressure against kickdown valve spring.Turn throttle lever stop screw until the screw headtouches throttle lever tang and the throttle lever camtouches gauge tool.

The kickdown valve spring must be fully com-pressed and the kickdown valve completelybottomed to obtain correct adjustment.

Fig. 137 Manual And Throttle Lever Alignment

Fig. 138 Line Pressure Adjustment


TRANSMISSION ASSEMBLY AND ADJUSTMENT

Assembly TipsDo not allow dirt, grease, or foreign material to en-

ter the case or transmission components during as-sembly. Keep the transmission case and componentsclean. Also make sure the tools and workbench areaused for assembly operations are equally clean.

Shop towels used for wiping off tools and handsmust be made from lint free material. Lint will stickto transmission parts and could interfere with valveoperation, or even restrict fluid passages.

Lubricate the transmission components with Mopartransmission fluid during reassembly. Use MoparDoor Ease, or Ru-Glyde on seals and O-rings to easeinstallation.

Petroleum jelly can also be used to hold thrustwashers, thrust plates and gaskets in position duringassembly. However, do not use chassis grease, bear-ing grease, white grease, or similar lubricants on anytransmission part. These types of lubricants caneventually block or restrict fluid passages and inter-fere with valve operation. Use petroleum jelly only.

Do not force parts into place. The transmissioncomponents and sub-assemblies are easily installedby hand when properly aligned.

If a part seems extremely difficult to install, it iseither misaligned or incorrectly assembled. Also ver-ify that thrust washers, thrust plates and seal ringsare correctly positioned before assembly. These partscan interfere with proper assembly if mispositioned(or ‘‘left out’’ by accident).

The planetary geartrain, front/rear clutch assem-blies and oil pump are all much easier to installwhen the transmission case is upright or as close tothis position as possible. Either tilt the case upwardwith wood blocks, or cut a hole in the bench largeenough for the output shaft. Then lower the shaftthrough the hole and support the transmission casedirectly on the bench.

TRANSMISSION ASSEMBLY PROCEDURE(1) Install rear servo piston, spring and retainer

(Fig. 140). Install spring on top of servo piston andinstall retainer on top of spring.

(2) Install front servo piston assembly, servo springand rod guide (Fig. 141).

(3) Compress front/rear servo springs with ValveSpring Compressor C-3422-B and install each servosnap ring (Fig. 142).

(4) Examine bolt holes in overrunning clutch cam.Note that one hole is not threaded (Fig. 143). Thishole must align with blank area in clutch cam boltcircle (Fig. 144). Mark hole location on clutch camand blank area in case with grease pencil, paintstripe, or scribe mark for assembly reference.

(5) Mark location of non-threaded hole in clutchcam and blank area in bolt circle with grease pencil.

(6) Align and install overrunning clutch and camin case (Fig. 145). Be sure cam is correctly in-stalled. Bolt holes in cam are slightly counter-

Fig. 139 Throttle Pressure Adjustment


Fig. 141 Front Servo Components


sunk on one side. Be sure this side of cam facesrearward (toward piston retainer).

(7) Verify that non-threaded hole in clutch cam isproperly aligned. Check alignment by threading abolt into each bolt hole. Adjust clutch cam position ifnecessary.

(8) Install and tighten overrunning clutch cambolts to 17 Nzm (13 ft. lbs.) torque. Note that clutchcam bolts are shorter than piston retainer bolts.

(9) Lubricate clutch cam rollers with transmissionfluid.

(10) Install rear band reaction pin (Fig. 146). Besure pin is fully seated in case.

(11) Install rear band in case (Fig. 147). Be suretwin lugs on band are seated against reaction pin.

(12) Install low-reverse drum and check overrun-ning clutch operation as follows:

(a) Lubricate overrunning clutch race (on drumhub) with transmission fluid.

(b) Guide drum through rear band.

Fig. 142 Compressing Front/Rear Servo Springs

Fig. 143 Location Of Non-Threaded Hole In ClutchCam

Fig. 144 Location Of Blank Area In Clutch Cam BoltCircle

Fig. 145 Overrunning Clutch Installation

Fig. 146 Installing Rear Band Reaction Pin


(c) Tilt drum slightly and start race (on drumhub) into overrunning clutch rollers.

(d) Press drum rearward and turn it in clockwisedirection until drum seats in overrunning clutch(Fig. 148).

(e) Turn drum back and forth. Drum should ro-tate freely in clockwise direction and lock incounterclockwise direction (as viewed fromfront of case).

(13) Install new gasket at rear of transmissioncase. Use petroleum jelly to hold gasket in place. Besure to align governor feed holes in gasket with feedpassages in case (Fig. 149). Also install gasket beforeoverdrive piston retainer. Center hole in gasket issmaller than retainer and cannot be installed overretainer.

(14) Position overdrive piston retainer on transmis-sion case and align bolt holes in retainer, gasket andcase (Fig. 150). Then install and tighten retainerbolts to 17 Nzm (13 ft. lbs.) torque.

(15) Install snap ring that secures low-reversedrum to hub of piston retainer (Fig. 151).

(16) Install rear band lever and pivot pin (Fig.152). Align lever with pin bores in case and pushpivot pin into place.

(17) Install planetary geartrain assembly (Fig. 153)

Fig. 147 Rear Band Installation

Fig. 148 Installing Low-Reverse Drum

Fig. 149 Installing/Aligning Case Gasket

Fig. 150 Aligning Overdrive Piston Retainer


(18) Install thrust plate on intermediate shaft hub(Fig. 154). Use petroleum jelly to hold thrust plate inplace.

(19) Check seal ring on rear clutch retainer hub(Fig. 49) and seal rings on input shaft (Fig. 155). Ver-ify that diagonal-cut ends of teflon seal rings areproperly joined and ends of metal ring are correctlyhooked together. Also verify that shaft seal rings areinstalled in sequence shown.

(20) Check rear clutch thrust washer (Fig. 156).Use additional petroleum jelly to hold washer inplace if necessary.

(21) Align clutch discs in front clutch and installfront clutch on rear clutch (Fig. 157). Rotate frontclutch retainer back and forth until completelyseated on rear clutch.

Fig. 153 Installing Planetary Geartrain

Fig. 154 Installing Intermediate Shaft Thrust Plate

Fig. 155 Input Shaft Seal Ring Location

Fig. 151 Installing Low-Reverse Drum RetainingSnap Ring

Fig. 152 Rear Band Lever And Pivot Pin Installation


(22) Coat intermediate shaft thrust washer withpetroleum jelly. Then install washer in rear clutchhub (Fig. 158). Use enough petroleum jelly to holdwasher in place. Be sure grooved side of washerfaces rearward (toward output shaft) as shown.Also note that washer only fits one way inclutch hub. Note thickness of this washer. It is a se-lect fit part and is used to control transmission endplay.

(23) Align drive teeth on rear clutch discs withsmall screwdriver (Fig. 159). This makes installationon front planetary easier.

(24) Raise front end of transmission upward as faras possible and support case with wood blocks. Front/rear clutch and oil pump assemblies are easier to in-stall if transmission is as close to upright position aspossible.

(25) Install front and rear clutch units as assembly(Fig. 160). Align rear clutch with front annulus gearand install assembly in driving shell. Be sure out-put shaft thrust washer and thrust plate arenot displaced during installation.

(26) Carefully work assembled clutches back andforth to engage and seat rear clutch discs on frontannulus gear. Also be sure front clutch drive lugs arefully engaged in slots of driving shell after installa-tion.

(27) Slide front band over front clutch retainer(Fig. 161).

(28) Insert front band lever pivot shaft part wayinto case (Fig. 161).

(29) Install front band lever, strut and adjustingscrew (Fig. 162).

(30) Push front band lever shaft completely intoplace. Then tighten band adjusting screw until bandjust grips clutch retainer. Verify that front/rearclutches are still seated before continuing.

Fig. 156 Installing Rear Clutch Thrust Washer

Fig. 157 Assembling Front And Rear Clutch Units

Fig. 158 Installing Intermediate Shaft Thrust Washer

Fig. 159 Aligning Rear Clutch Disc Lugs


(31) Coat band reaction pin access plug with sealerand install plug in converter housing.

(32) Check seal rings on reaction shaft supporthub. Verify that seal rings are hooked together andthat front clutch thrust washer is properly positioned(Fig. 163). Use extra petroleum jelly to hold thrustwasher in place if necessary.

CAUTION: The thrust washer bore ID is chamferedon one side. Make sure this side of the washer isfacing toward the front of the transmission.

(33) Thread two Pilot Stud Tools C-3288-B intobolt holes in oil pump flange (Fig. 164).

(34) Align and install oil pump gasket (Fig. 164).

Fig. 160 Installing Front/Rear Clutch Assemblies

Fig. 161 Installing Front Band And Reaction Pin

Fig. 162 Front Band Linkage Installation

Fig. 163 Reaction Shaft Support Seal Rings AndFront Clutch Thrust Washer Position

Fig. 164 Installing Pilot Studs And Oil Pump Gasket


(35) Lubricate oil pump body seal with Ru-Glyde,or petroleum jelly. Lubricate pump shaft seal lip withpetroleum jelly.

(36) Install oil pump (Fig. 165). Align and positionpump on pilot studs. Slide pump down studs andwork it into front clutch hub and case by hand. Theninstall 2 or 3 pump bolts to hold pump in place.

(37) Remove pilot stud tools and install remainingoil pump bolts. Tighten bolts alternately in diagonalpattern to 20 Nzm (15 ft. lbs.).

(38) Install new seals on overdrive piston. Then lu-bricate seals with Mopar Door Ease, or Ru-Glyde.

(39) Install overdrive piston in retainer. Align lo-cating lugs on piston in locating bores in re-tainer (Fig. 166). Use thin plastic strip or feelergauge to help guide piston outer seal into retainer.

(40) Install spacer on intermediate shaft, if notpreviously installed.

(41) Install overdrive piston thrust plate (Fig. 167).Use liberal quantity of petroleum jelly to hold thrustplate in position on piston.

(42) Install overdrive piston thrust bearing in di-rect clutch hub (Fig. 168). Use liberal quantity of pe-troleum jelly to hold thrust bearing in place. Notethat one side of bearing has dark coated sur-face. This surface faces overdrive piston. Alsobe sure raised shoulder on inside diameter ofbearing faces forward as well.

(43) Apply small amount of petroleum jelly to pilothub of intermediate shaft.

(44) Verify alignment of splines in overdrive unitplanetary gear and overrunning clutch. Be sureAlignment Tool 6227-2 is still fully seated (Fig. 169).If planetary gear and overrunning clutchsplines become misaligned, overdrive unit can-not be fully installed on intermediate shaft.

Overdrive unit may have to be disassembled inorder to realign splines.

(45) Carefully withdraw alignment tool from over-drive unit.

(46) Lubricate intermediate shaft splines andbushing surfaces with transmission fluid or petro-leum jelly.

(47) Install overdrive unit. Note that intermediateshaft is snug fit in overdrive planetary gear andoverrunning clutch. If overdrive unit will not seat

Fig. 165 Installing Oil Pump Assembly In Case

Fig. 166 Overdrive Piston Alignment



gear and clutch splines may be misaligned.(48) Apply 1-2 drops of Mopar thread adhesive (or

Loctite 242) to overdrive unit attaching bolts. Theninstall and tighten bolts to 34 Nz (25 ft. lbs.) torque.Be sure wire harness clips are placed on appro-priate overdrive bolts beforehand.

(49) Measure and if necessary, correct input shaftend play as follows (Fig. 170):

(a) Be sure overdrive unit is installed on trans-mission. End play cannot be properly checkedwith overdrive unit off transmission.

(b) Attach dial indicator to converter housing.(c) Position indicator plunger against input shaft

and zero indicator.(d) Move input shaft in and out and record read-

ing. End play should be 0.56 - 2.31 mm (0.022 -0.091 in.). Proceed to step (e) if end play is notwithin specified limits.

(e) Intermediate shaft thrust washer (in hub ofrear clutch retainer) controls end play. Washer is aselect fit part and can be changed to adjust end

play. If end play turns out to be incorrect, removeoil pump, and clutches. Then install thinner/thickerthrust washer as necessary.

(50) Install accumulator piston and inner andouter springs (Fig. 11).

(51) Verify that park/neutral position switch hasnot been installed in case. Valve body can not be in-stalled if switch is in position.

(52) Verify that valve body solenoid harness is se-cured in 3-4 accumulator housing cover plate.

(53) Install valve body as follows:(a) Align and carefully insert park rod into pawl.

Rod will make click noise as it enters pawl. Moverod slightly to check engagement.

CAUTION: It is possible for the park rod to displaceinto a cavity just above the pawl sprag during in-stallation. Make sure the rod is actually engaged inthe pawl and has not displaced into the cavity. If therod enters the cavity during installation, it will be-come bent when the overdrive bolts are tightened.If this occurs, the rod will have to be removed andreplaced.

(b) Align and seat valve body on case. Be suremanual lever shaft and overdrive connector arefully seated in case. Also be sure valve body wiringis not pinched or kinked.

(c) Install and start all valve body attachingbolts by hand. Then tighten bolts evenly, in a diag-onal pattern to 12 Nzm (105 in. lbs.) torque. Do notovertighten valve body bolts. This could re-sult in distortion and cross leakage after in-stallation..(54) Install new filter on valve body. Tighten filter

screws to 4 Nzm (35 in. lbs.).(55) Adjust front and rear bands as follows:

(a) Loosen band adjusting screw locknuts.(b) Tighten each band adjusting screw to 5 Nzm

(72 in. lbs.) with torque wrench.

Fig. 168 Installing Overdrive Piston Thrust Bearing

Fig. 169 Checking Alignment Of Overdrive PlanetaryGear And Overrunning Clutch Splines

Fig. 170 Measuring Input Shaft End Play


(c) Back off front band adjusting screw 3-5/8turns.

(d) Back off rear band screw 4 turns.(e) Tighten each adjusting screw locknut. Hold

adjusting screws with wrench to prevent turningwhen tightening locknut.(56) Install seal on park/neutral position switch

(Fig. 171). Then install and tighten switch to 34 Nzm(25 ft. lbs.).

(57) Install magnet in oil pan. Magnet goes onsmall protrusion at corner of pan.

(58) Position new oil pan gasket on case and in-stall oil pan. Tighten pan bolts to 17 Nzm (13 ft. lbs.).

(59) Install new valve body manual shaft seal incase (Fig. 172). Lubricate seal lip and manual shaftwith petroleum jelly. Start seal over shaft and intocase. Seat seal with 15/16 inch, deep well socket.

(60) Install throttle valve and shift selector leverson valve body manual lever shaft.

(61) Cap or cover transmission openings (coolerline fittings, filler tube bore, etc.) to prevent dirt en-try.

(62) Install torque converter. Use C-clamp or metalstrap to hold converter in place for installation.

(63) Install transmission speed sensor in overdrivecase (Fig. 1).

(64) Mount transmission on jack for installation invehicle.

(65) Apply dielectric grease to terminal pins of so-lenoid case connector and neutral switch.

CAUTION: The transmission cooler and lines mustbe reverse flushed if overhaul corrected a malfunc-tion that generated sludge, metal particles, orclutch friction material. The torque converter shouldalso be replaced if contaminated by the same mal-function. Debris and residue not flushed from thecooler and lines will flow back into the transmissionand converter. The result could be a repeat failureand shop comeback.

Fig. 171 Park/Neutral Position Switch Seal Position

Fig. 172 Installing Manual Lever Shaft Seal


42RE OVERDRIVE UNIT OVERHAUL

INDEX

page page

Overdrive Component Cleaning and Inspection . . 153Overdrive Unit Assembly and Adjustment . . . . . . . 155

Overdrive Unit Disassembly . . . . . . . . . . . . . . . . . 146

OVERDRIVE UNIT DISASSEMBLY

OVERDRIVE REMOVAL(1) Remove transmission speed sensor and O-ring

seal from overdrive case (Fig. 1).

(2) Place transmission in upright position (Fig. 2).(3) Remove bolts attaching overdrive unit to trans-

mission case (Fig. 2). Note position of wire harnessclips for installation reference.

(4) Lift overdrive unit up and off transmission caseand intermediate shaft (Fig. 3).

Fig. 1 Transmission Speed Sensor Removal/Installation

Fig. 2 Overdrive Unit Attaching Bolt Removal

Fig. 3 Overdrive Unit Removal/Installation

21 - 146 42RE OVERDRIVE UNIT OVERHAUL ZJ

(5) Remove overdrive piston thrust bearing (Fig.4).

OVERDRIVE PISTON REMOVAL(1) Remove overdrive piston thrust plate (Fig. 5).

Retain thrust plate. It is a select fit part and maypossibly be reused.

(2) Remove intermediate shaft spacer (Fig. 6). Re-tain spacer. It is a select fit part and may possibly bereused.

(3) Remove overdrive piston from retainer (Fig. 7).

OVERDRIVE CLUTCH PACK REMOVAL(1) Remove overdrive clutch pack wire retaining

ring (Fig. 8).

Fig. 4 Overdrive Piston Thrust Bearing Removal/Installation

Fig. 5 Overdrive Piston Thrust Plate Removal/Installation

Fig. 6 Intermediate Shaft Spacer Location


Fig. 8 Removing Overdrive Clutch Pack RetainingRing

ZJ 42RE OVERDRIVE UNIT OVERHAUL 21 - 147

(2) Remove overdrive clutch pack (Fig. 9).

(3) Note position of clutch pack components for as-sembly reference (Fig. 10). Thick reaction plate goesto front as shown.

OVERDRIVE GEARTRAIN REMOVAL(1) Remove overdrive clutch wave spring (Fig. 11).

(2) Remove overdrive clutch reaction snap ring(Fig. 12). Note that snap ring is located in samegroove as wave spring.

(3) Remove Torx head screws that attach accesscover and gasket to overdrive case (Fig. 13). A T25size Torx head bit is required.

(4) Remove access cover and gasket (Fig. 14).

Fig. 9 Overdrive Clutch Pack Removal

Fig. 10 Overdrive Clutch Component Position

Fig. 11 Overdrive Clutch Wave Spring Removal/Installation

Fig. 12 Overdrive Clutch Reaction Snap RingRemoval/Installation

Fig. 13 Access Cover Screw Removal/Installation

Fig. 14 Access Cover And Gasket Removal/Installation


(5) Expand output shaft bearing snap ring with ex-panding-type snap ring pliers. Then push outputshaft forward to release shaft bearing from locatingring (Fig. 15).

(6) Lift gear case up and off geartrain assembly(Fig. 16).

(7) Remove snap ring that retains rear bearing onoutput shaft (Fig. 17).

(8) Remove rear bearing from output shaft (Fig.18).

DIRECT CLUTCH, HUB AND SPRINGREMOVAL

WARNING: THE NEXT STEP IN DISASSEMBLY IN-VOLVES COMPRESSING THE DIRECT CLUTCHSPRING. IT IS EXTREMELY IMPORTANT THATPROPER EQUIPMENT BE USED TO COMPRESSTHE SPRING AS SPRING FORCE IS APPROXI-MATELY 830 POUNDS. USE SPRING COMPRESSORTOOL 6227-1 AND A HYDRAULIC SHOP PRESS

WITH A MINIMUM RAM TRAVEL OF 5-6 INCHES.THE PRESS MUST ALSO HAVE A BED THAT CANBE ADJUSTED UP OR DOWN AS REQUIRED. RE-LEASE CLUTCH SPRING TENSION SLOWLY ANDCOMPLETELY TO AVOID PERSONAL INJURY.

(1) Mount geartrain assembly in shop press (Fig.19).

(2) Position Compressor Tool 6227-1 on clutch hub(Fig. 19). Support output shaft flange with steelpress plates as shown and center assembly underpress ram.

(3) Use Special Tool C-3995-A (or similar size tool)at top of Tool 6227-1 to help distribute load and pro-vide needed extra press length (Fig. 19).

(4) Apply press pressure slowly. Compress hub andspring far enough to expose clutch hub retaining ringand relieve spring pressure on clutch pack snap ring(Fig. 19).

(5) Remove direct clutch pack snap ring (Fig. 20).

Fig. 15 Releasing Bearing From Locating Ring

Fig. 16 Removing Gear Case From GeartrainAssembly

Fig. 17 Rear Bearing Snap Ring Removal/Installation

Fig. 18 Rear Bearing Removal


(6) Remove direct clutch hub retaining ring (Fig.21).

(7) Release press load slowly and completely(Fig. 22).

(8) Remove Special Tool 6227-1. Then remove

clutch pack from hub (Fig. 22).

GEARTRAIN DISASSEMBLY(1) Remove direct clutch hub and spring (Fig. 23).(2) Remove sun gear and spring plate. Then re-

move planetary thrust bearing and planetary gear(Fig. 24).

(3) Remove overrunning clutch assembly with ex-panding type snap ring pliers (Fig. 25). Insert pliers

Fig. 19 Geartrain Mounted In Shop Press

Fig. 20 Direct Clutch Pack Snap Ring Removal

Fig. 21 Direct Clutch Hub Retaining Ring Removal

Fig. 22 Direct Clutch Pack Removal


into clutch hub. Expand pliers to grip hub splinesand remove clutch with counterclockwise, twistingmotion.

(4) Remove thrust bearing from overrunning clutchhub (Fig. 26).

(5) Remove overrunning clutch from hub (Fig. 26).

(6) Mark position of annulus gear and direct clutchdrum for assembly alignment reference (Fig. 27). Usesmall center punch or scriber to make alignmentmarks.

Fig. 23 Direct Clutch Hub And Spring Removal

Fig. 24 Removing Sun Gear, Thrust Bearing AndPlanetary Gear

Fig. 25 Overrunning Clutch Assembly Removal/Installation

Fig. 26 Overrunning Clutch Components

Fig. 27 Marking Direct Clutch Drum And AnnulusGear For Assembly Alignment


(7) Remove direct clutch drum rear retaining ring(Fig. 28).

(8) Remove direct clutch drum outer retaining ring(Fig. 29).

(9) Mark annulus gear and output shaft for assem-bly alignment reference (Fig. 30). Use punch orscriber to mark gear and shaft.

(10) Remove snap ring that secures annulus gearon output shaft (Fig. 31). Use two screwdrivers to un-seat and work snap ring out of groove as shown.

(11) Remove annulus gear from output shaft (Fig.32). Use rawhide or plastic mallet to tap gear offshaft.

GEAR CASE AND PARK LOCK DISASSEMBLY(1) Remove locating ring from gear case.(2) Remove park pawl shaft retaining bolt and re-

move shaft, pawl and spring.(3) Remove reaction plug snap ring and remove re-

action plug.(4) Remove output shaft seal. Use punch or tool

similar to Seal Remover C-3981.

Fig. 28 Clutch Drum Inner Retaining Ring Removal

Fig. 29 Clutch Drum Outer Retaining Ring Removal

Fig. 30 Marking Annulus Gear And Output Shaft ForAssembly Alignment

Fig. 31 Annulus Gear Snap Ring Removal

Fig. 32 Annulus Gear Removal


OVERDRIVE COMPONENT CLEANING ANDINSPECTION

Clean the geartrain (Fig. 33) and case components(Fig. 34) with solvent. Dry all parts except the bear-ings with compressed air. Allow bearings to air dry.

Do not use shop towels for wiping parts dry unlessthe towels are made from a lint-free material. A suf-ficient quantity of lint (from shop towels, cloths, rags,etc.) could plug the transmission filter and fluid pas-sages.

Discard the old case gasket and seals. Do not at-tempt to salvage these parts. They are not reusable.Replace any of the overdrive unit snap rings if dis-torted or damaged.

Minor nicks or scratches on components can besmoothed with crocus cloth. However, do not attempt

to reduce severe scoring on any components withabrasive materials. Replace severely scored compo-nents; do not try to salvage them.

Check condition of the park lock components andthe overdrive gear case (Fig. 34).

Replace the case if cracked, scored, or damaged.Replace the park lock pawl, plug, or spring if worn ordamaged. Be sure the knob at the end of the parklock rod is in good condition. Replace the rod if theknob is worn or the rod itself is bent or distorted. Donot attempt to straighten the rod.

Check the bushings in the overdrive case. Replacethe bushings if severely scored or worn. Also replacethe case seal if loose, distorted, or damaged.


Fig

.33

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Examine the overdrive and direct clutch discs and

plates (Fig. 32). Replace the discs if the facing isworn, severely scored, or burned and flaking off. Re-place the clutch plates if worn, heavily scored, orcracked. Check the lugs on the clutch plates for wear.The plates should slide freely in the drum. Replacethe plates or drum if binding occurs.

Check condition of the annulus gear, direct clutchhub, clutch drum and clutch spring (Fig. 32). Replacethe gear, hub and drum if worn or damaged. Replacethe spring if collapsed, distorted, or cracked. Be surethe splines and lugs on the gear, drum and hub arein good condition. The clutch plates and discs shouldslide freely in these components.

Inspect the thrust bearings and spring plate (Fig.33). Replace the plate if worn or scored. Replace thebearings if rough, noisy, brinnelled, or worn.

Inspect the planetary gear assembly and the sungear and bushings (Fig. 34). If either the sun gear orthe bushings are damaged, replace the gear andbushings as an assembly. The gear and bushings arenot serviced separately.

The planetary carrier and pinions must be in goodcondition. Also be sure the pinion pins are secure andin good condition. Replace the carrier if worn or dam-aged.

Inspect the overrunning clutch and race. The racesurface should be smooth and free of scores. Replacethe overrunning clutch assembly or the race if eitherassembly is worn or damaged in any way.

Check the machined surfaces on the output shaft.These surfaces should be clean and smooth. Very mi-

nor nicks or scratches can be polished down with cro-cus cloth. Replace the shaft if worn, severely scored,or damaged in any way.

Inspect the output shaft bushings (Fig. 35). Thesmall bushing is the intermediate shaft pilot bush-ing. The large bushing is the overrunning clutch hubbushing. Replace either bushing if scored, pitted,cracked, or worn. Remove the annulus gear from theoutput shaft if bushing replacement is required. Thiswill provide more working room and make bushingreplacement easier.

The bushings can be removed with ‘‘blind holepuller tools’’ such as Snap-On set CG40CB for smallbushings and set CG46 for large bushings. Newbushings can be installed with tools from an all pur-pose installer kit such as the Snap-On A257 bushingdriver set.

OVERDRIVE UNIT ASSEMBLY AND ADJUSTMENT

GEARTRAIN AND DIRECT CLUTCHASSEMBLY

(1) Soak direct clutch and overdrive clutch discs inMopar ATF Plus transmission fluid. Allow discs tosoak for 10-20 minutes.

(2) Install new pilot bushing and clutch hub bush-ing in output shaft if necessary (Fig. 34). Lubricatenew (or old) bushings with petroleum jelly, or trans-mission fluid.

(3) Install annulus gear on output shaft, if re-moved. Then install annulus gear retaining snap ring(Fig. 36).

(4) Align and install clutch drum on annulus gear(Fig. 37). Be sure drum is engaged in annulus gearlugs.

(5) Install clutch drum outer retaining ring (Fig.37).

(6) Slide clutch drum forward and install inner re-taining ring (Fig. 38).

Fig. 34 Overdrive Gear Case And Park LockComponents

Fig. 35 Output Shaft Bushing Location


(7) Install rear bearing and snap ring on outputshaft (Fig. 39). Be sure locating ring groove in bear-ing is toward rear.

(8) Install overrunning clutch on hub (Fig. 40).Note that clutch only fits one way. Shoulder onclutch should seat in small recess at edge ofhub.

(9) Install thrust bearing on overrunning clutchhub (Fig. 41). Use generous amount of petroleumjelly to hold bearing in place for installation. Bear-ing fits one way only. Be sure bearing is seatedsquarely against hub. Reinstall bearing if itdoes not seat squarely.

(10) Install overrunning clutch in output shaft(Fig. 42). Insert snap ring pliers in hub splines. Ex-pand pliers to grip hub. Then install assembly withcounterclockwise, twisting motion.

(11) Install planetary gear in annulus gear (Fig.43). Be sure planetary pinions are fully seatedin annulus gear before proceeding.

Fig. 36 Annulus Gear Installation

Fig. 37 Clutch Drum And Outer Retaining RingInstallation

Fig. 38 Clutch Drum Inner Retaining RingInstallation

Fig. 39 Rear Bearing And Snap Ring Installation

Fig. 40 Assembling Overrunning Clutch And Hub


(12) Install direct clutch spring plate on sun gear.Shoulder side of plate should face outward and to-ward front. Then secure plate to sun gear with snapring (Fig. 44).

(13) Coat planetary thrust bearing and bearingcontact surface of spring plate with generous amountof petroleum jelly. This will help hold bearing inplace during installation.

(14) Install planetary thrust bearing on sun gear(Fig. 45). Slide bearing onto gear and seat it againstspring plate as shown. Bearing fits one way only.If it does not seat squarely against spring plate,remove and reposition bearing.

Fig. 41 Overrunning Clutch Thrust BearingInstallation


Fig. 43 Planetary Gear Installation

Fig. 44 Sun Gear And Spring Plate Assembly

Fig. 45 Planetary Thrust Bearing Installation


(15) Install assembled sun gear, spring plate andthrust bearing (Fig. 46). Be sure sun gear and thrustbearing are fully seated before proceeding.

(16) Mount assembled output shaft, annulus gear,and clutch drum in shop press. Direct clutch spring,hub and clutch pack are easier to install with assem-bly mounted in press.

(17) Align splines in hubs of planetary gear andoverrunning clutch with Alignment tool 6227-2 (Fig.47). Insert tool through sun gear and into splines ofboth hubs. Be sure alignment tool is fully seated be-fore proceeding.

(18) Install direct clutch spring (Fig. 48). Be surespring is properly seated on spring plate.

(19) Assemble and install direct clutch pack onhub as follows:

(a) Assemble clutch pack components (Fig. 49).(b) Install direct clutch reaction plate on clutch

hub first. Note that one side of reaction plateis counterbored. Be sure this side faces rear-ward. Splines at rear of hub are raisedslightly. Counterbore in plate fits over raisedsplines. Plate should be flush with this end ofhub (Fig. 50).

(c) Install first clutch disc followed by a steelplate until 6 discs and 5 plates have been installed.

(d) Install pressure plate. This is last clutch packitem to be installed. Be sure plate is installedwith shoulder side facing upward (Fig. 51).(20) Install clutch hub and clutch pack on direct

clutch spring (Fig. 52). Be sure hub is started onsun gear splines before proceeding.

WARNING: THE NEXT STEP IN GEARTRAIN ASSEM-BLY INVOLVES COMPRESSING THE DIRECTCLUTCH HUB AND SPRING. IT IS EXTREMELY IM-PORTANT THAT PROPER EQUIPMENT BE USED TOCOMPRESS THE SPRING AS SPRING FORCE IS AP-PROXIMATELY 830 POUNDS. USE COMPRESSORTOOL C-6227-1 AND A HYDRAULIC-TYPE SHOPPRESS WITH A MINIMUM RAM TRAVEL OF 6INCHES. THE PRESS MUST ALSO HAVE A BEDTHAT CAN BE ADJUSTED UP OR DOWN AS RE-QUIRED. RELEASE CLUTCH SPRING TENSIONSLOWLY AND COMPLETELY TO AVOID PERSONALINJURY.

(21) Carefully remove Alignment Tool 6227-2 fromclutch and hub splines. Withdraw tool slowly to avoid

Fig. 46 Sun Gear Installation

Fig. 47 Alignment Tool Installation

Fig. 48 Direct Clutch Spring Installation


spline misalignment. Tool must be removed at thispoint to provide room for compressor tool movement.

(22) Position Compressor Tool 6227-1 on clutch hub(Fig. 53).

(23) Position Tool C-3995-A or similar type tool ontop of Tool 6227-1 (Fig. 19).

(24) Compress clutch hub and spring just enoughto place tension on hub and hold it in place.

(25) Slide direct clutch pack upwards on hub (Fig.53). Then set clutch pack on edge of clutch hub andcompressor tool as shown.

Fig. 49 Direct Clutch Pack Components

Fig. 50 Correct Position Of Direct Clutch ReactionPlate

Fig. 51 Correct Position Of Direct Clutch PressurePlate


(26) Slowly compress clutch hub and spring (Fig.53). Compress spring and hub only enough to exposering grooves for clutch pack snap ring and clutch hubretaining ring.

(27) Realign clutch pack on hub and seat clutchdiscs and plates in clutch drum (Fig. 53).

(28) Install direct clutch pack snap ring (Fig. 54).Be very sure snap ring is fully seated in clutchdrum ring groove.

(29) Install clutch hub retaining ring (Fig. 55). Bevery sure retaining ring is fully seated in sungear ring groove.

(30) Slowly release press ram, remove compressortools and remove geartrain assembly.

GEAR CASE ASSEMBLY AND INSTALLATION(1) Position park pawl and spring in case and in-

stall park pawl shaft (Fig. 34). Verify that end ofspring with 90° bend is hooked to pawl and straightend of spring is seated against case.

(2) Install pawl shaft retaining bolt. Tighten boltto 27 Nzm (20 ft. lbs.) torque.

(3) Install park lock reaction plug. Note that plughas locating pin at rear (Fig. 56). Be sure pin isseated in hole in case before installing snapring.

(4) Install reaction plug snap ring (Fig. 57). Com-press snap ring only enough for installation; donot distort it.

Fig. 52 Direct Clutch Pack And Clutch HubInstallation

Fig. 53 Seating Clutch Pack In Drum

Fig. 54 Direct Clutch Pack Snap Ring Installation

Fig. 55 Clutch Hub Retaining Ring Installation

Fig. 56 Reaction Plug Locating Pin And Snap Ring


(5) Install new seal in gear case (Fig. 58). On 4x4gear case, use Tool Handle C-4171 and Installer 5062(or similar size tool) to seat seal in case. On 4 x 2gear case, use same tool handle and suitable size in-staller to seat seal in case.

(6) Verify that tab ends of rear bearing locatingring extend into access hole in gear case (Fig. 59).

(7) Support geartrain on Tool 6227-1 (Fig. 60). Besure tool is securely seated in clutch hub.

(8) Install overdrive gear case on geartrain (Fig.60).

(9) Expand front bearing locating ring with snapring pliers (Fig. 61). Then slide case downward untillocating ring locks in bearing groove and releasesnap ring.

(10) Install locating ring access cover and gasket inoverdrive unit case (Fig. 62).

OVERDRIVE CLUTCH INSTALLATION(1) Install overdrive clutch reaction ring first. Re-

action ring is flat with notched ends (Fig. 63).

(2) Install wave spring on top of reaction ring (Fig.64). Reaction ring and wave ring both fit insame ring groove. Use screwdriver to seat eachring securely in groove.

Fig. 57 Reaction Plug And Snap Ring Installation

Fig. 58 Rear Seal Installation (In 4x4 Gear Case)

Fig. 59 Correct Rear Bearing Locating Ring Position

Fig. 60 Overdrive Gear Case Installation

Fig. 61 Seating Locating Ring In Rear Bearing


(3) Assemble overdrive clutch pack (Fig. 65).(4) Install overdrive clutch reaction plate first.

Note that reaction plate is thinner than pres-sure plate.

(5) Install first clutch disc followed by first clutchplate. Then install remaining clutch discs and platesin same order.

(6) Verify clutch pack. 3 clutch discs, 2 steel plates,1 reaction plate and 1 pressure plate are required.

(7) Install clutch pack pressure plate. Note thatpressure plate is thickest plate in clutch pack.

(8) Install clutch pack wire-type retaining ring(Fig. 66).

SHAFT END PLAY ADJUSTMENT(1) Place overdrive unit in vertical position. Mount

it on blocks, or in workbench with appropriate sizemounting hole cut into it. Be sure unit is facing up-ward for access to direct clutch hub. Also be sure out-put shaft is not loaded and internal components aremoved rearward for accurate measurement.

(2) Determine correct thickness intermediateshaft spacer as follows:

(a) Insert Special Tool 6312 through sun gear,planetary gear and into pilot bushing in outputshaft. Be sure tool bottoms against planetaryshoulder.

Fig. 64 Overdrive Clutch Wave Spring Installation

Fig. 65 Overdrive Clutch Components

Fig. 62 Locating Ring Access Cover And GasketInstallation

Fig. 63 Overdrive Clutch Reaction Ring Installation


(b) Position Gauge Tool 6311 across face of over-drive case (Fig. 67). Then position Dial CaliperC-4962 over gauge tool.

(c) Extend sliding scale of dial caliper downwardthrough gauge tool slot until scale contacts end ofGauge Alignment Tool 6312. Lock scale in place.Remove dial caliper tool and note distance mea-sured (Fig. 67).

(d) Select proper thickness end play spacer fromspacer chart based on distance measured (Fig. 68).

(e) Remove Gauge Alignment Tool 6312.

(3) Determine correct thickness overdrive pistonthrust plate as follows:

(a) Position Gauge Tool 6311 across face of over-drive case. Then position Dial Caliper C-4962 overgauge tool (Fig. 69).

(b) Measure distance to clutch hub thrust bear-ing seat at four points 90° apart. Then averagemeasurements by adding them and dividing by 4.

(c) Select and install required thrust plate frominformation in thrust plate chart (Fig. 70).

(4) Leave Alignment Tool 6227-2 in place. Tool willkeep planetary and clutch hub splines in alignmentuntil overdrive unit is ready for installation on trans-mission.

(5) Transmission speed sensor can be installed atthis time if desired. However, it is recommended thatsensor not be installed until after overdrive unit issecured to transmission.

Fig. 66 Overdrive Clutch Pack Retaining RingInstallation

Fig. 67 Shaft End Play Measurement

Fig. 68 Intermediate Shaft End Play SpacerSelection

Fig. 69 Overdrive Piston Thrust Plate Measurement

Fig. 70 Overdrive Piston Thrust Plate Selection


46RH AUTOMATIC TRANSMISSION

CONTENTS

page page

46RH IN-VEHICLE SERVICE . . . . . . . . . . . . . . 20446RH OVERDRIVE UNIT OVERHAUL . . . . . . . 27046RH TRANSMISSION DIAGNOSIS . . . . . . . . 170

46RH TRANSMISSION OVERHAUL . . . . . . . . . 223GENERAL INFORMATION . . . . . . . . . . . . . . . . 164SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . 370

GENERAL INFORMATION

INDEX

page page

Boost Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168Converter Clutch Control . . . . . . . . . . . . . . . . . . . 168Converter Drainback Valve . . . . . . . . . . . . . . . . . 168Fourth Gear Overdrive Components . . . . . . . . . . 166Fourth Gear Shift Sequence . . . . . . . . . . . . . . . . 168Gear Ratios . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164Gearshift Mechanism . . . . . . . . . . . . . . . . . . . . . 166Hydraulic Control System . . . . . . . . . . . . . . . . . . 167

Overdrive Off Switch . . . . . . . . . . . . . . . . . . . . . . 167Quick Fill Valve . . . . . . . . . . . . . . . . . . . . . . . . . . 168Recommended Fluid . . . . . . . . . . . . . . . . . . . . . . 166Torque Converter . . . . . . . . . . . . . . . . . . . . . . . . 164Transmission Changes and Parts

Interchangeability . . . . . . . . . . . . . . . . . . . . . . . 169Transmission Description . . . . . . . . . . . . . . . . . . . 164Transmission Identification . . . . . . . . . . . . . . . . . . 166

TRANSMISSION DESCRIPTIONThe Chrysler 46RH automatic transmission is a

4-speed, fully automatic units with an overdrive fourthgear range. The 46RH is used with 5.2L (V8) engines.

The 46RH is a dual unit design. The assembly consistsof a three speed automatic transmission with an over-drive unit attached at the rear (Fig. 1). The overdriveunit provides a fourth gear overdrive ratio of 0.69 to 1.

The 46RH valve body has an additional housing. Thishousing contains the extra valving and electrical sole-noids that provide overdrive fourth gear range.

The governor and park lock assemblies are located in-side the overdrive unit in 46RH transmissions. The over-drive unit must be removed and disassembled for serviceaccess to the park lock and governor components.

First through third gear ranges are provided by theclutches, bands, overrunning clutch and planetarygear sets in the transmission unit. Fourth gear rangeis provided by the overdrive unit which contains anoverdrive clutch, direct clutch, planetary gear set andoverrunning clutch.

The overdrive clutch is applied in fourth gear only.The direct clutch is applied in all ranges exceptfourth gear.

TORQUE CONVERTERA three element torque converter is used for all ap-

plications. The converter consists of the front cover

and pump, stator and overrunning clutch, turbineand a modulated converter clutch mechanism.

The converter clutch mechanism consists of aclutch piston, clutch springs and the clutch disc ma-terial (Fig. 4). The clutch provides optimum torquetransfer and economy when applied.

The clutch disc is attached to the converter frontcover. The clutch piston and clutch springs are at-tached to the turbine hub. The springs dampen en-gine firing impulses and loads during the initialphase of converter clutch engagement.

Clutch engagement is controlled by the converterclutch valve. The valve is located in the transmissionvalve body. Clutch engagement occurs in drive range atspeeds above approximately 48-56 km/h (30-35 mph).

GEAR RATIOS46RH forward gear ratios are:

• First gear = 2.45:1• Second gear = 1.45:1• Third gear = 1.00:1• Fourth gear = 0.69:1.

21 - 164 46RH AUTOMATIC TRANSMISSION ZJ

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ZJ 46RH AUTOMATIC TRANSMISSION 21 - 165

RECOMMENDED FLUIDThe recommended and preferred fluid for 46RH

transmissions is Mopar ATF Plus, type 7176.Mopar Dexron II is not really recommended and

should only be used when ATF Plus is not avilable.

TRANSMISSION IDENTIFICATIONThe transmission part/identification numbers and

codes are stamped on the left side of the case justabove the oil pan gasket surface (Fig. 2).

The first letter/number group is the assembly partnumber. The next number group the transmissionbuild date. The last number group is the transmis-sion serial number. Refer to this information whenordering replacement parts.

FOURTH GEAR OVERDRIVE COMPONENTSComponents in the transmission section of 46RH

transmissions are similar to those in Chrysler3-speed automatic transmissions. Main componentdifferences concern the valve body and the partswhich connect the overdrive unit to the transmission.

46RH models have three transmission shafts. Anintermediate shaft is used between the input andoutput shafts as a connecting device between thetransmission and overdrive unit. The output shaft isin the overdrive unit. The intermediate shaft is sup-ported by the overdrive piston retainer and piloted inthe output shaft (Fig. 1).

The overdrive piston and retainer are located atthe rear of the transmission case. The retainer servesas both the rear support and pressure chamber forthe overdrive piston. The intermediate shaft issplined to the planetary assembly and overrunningclutch (Fig. 1).

The governor components and speedometer driveare located on the overdrive output shaft. Two bear-ings support the output shaft. The governor is oper-

ated by fluid pressure supplied through pressuretubes. The tubes are permanently attached to thegovernor support.

Governor pressure and overdrive clutch pressuretaps are provided in the transmission case for pres-sure testing purposes.

The overdrive unit contains a direct clutch, anoverdrive clutch and an overrunning clutch. Fourthgear range is provided by an additional planetarygear set in the overdrive unit.

The direct clutch is applied by spring pressure. Ahigh load spring rated at approximately 830 pounds(5520 kPa), holds the clutch in engagement. The sungear, direct clutch sliding hub and drum are con-nected to the annulus gear for direct drive. For coast-ing or reverse gear, power flows only through thedirect clutch.

A timing valve disengages the torque converterclutch prior to a 4-3 downshift. The clutch solenoid,engagement valve, and timing valve are actuated infourth gear range.

The 46RH valve body is similar to the standardthree speed valve body. However, additional compo-nents are used to provide fourth gear overdrive range(Fig. 3). The additional valve body components in-clude:• a separate housing for the overdrive valves andplugs• an overdrive solenoid• a converter clutch solenoid• a 3-4 shift valve• a 3-4 timing valve• a 3-4 accumulator• a 3-4 quick fill valve• an overdrive separator plate• a boost valve

The separate housing for the 3-4 shift valves is at-tached to the lower part of the valve body assembly.

GEARSHIFT MECHANISMThe gear shift mechanism provides six ranges

which are:• park (P)• reverse (R)• neutral (N)• drive (D)• manual second (2)• manual low (1)

Manual low (1) range provides first gear only.Overrun braking is also provided in this range. Man-ual second (2) range provides first and second gearonly.

Drive range provides first, second third and over-drive fourth gear ranges. The shift into overdrivefourth gear range occurs only after the transmissionhas completed the shift into D third gear range. Nofurther movement of the shift mechansism is re-quired to complete the 3-4 shift.

Fig. 2 Transmission Identification Code Location


The fourth gear upshift occurs automatically whenthe overdrive control switch is in the ON position.

OVERDRIVE OFF SWITCHThe overdrive Off switch is located in the instru-

ment panel. The switch is a momentary contact de-vice that signals the TCM to toggle current status ofthe overdrive function. At key-on, overdrive operationis allowed.

Pressing the switch once causes the overdrive Offmode to be entered and the overdrive Off switchlamp to be illuminated. Pressing the switch a secondtime causes normal overdrive operation to be re-stored and the overdrive lamp to be turned off.

The normal position for the control switch is theON position. The switch must be in this position toenergize the solenoid and allow a fourth gear upshift.

The control switch has an indicator light. The lightilluminates when the overdrive switch is turned tothe OFF position, or when illuminated by the trans-mission control module.

The control switch indicator light is also used tosignal fault flash codes for diagnostic purposes.

HYDRAULIC CONTROL SYSTEMThe 46RH hydraulic control system provides fully

automatic operation. The system performs five basicfunctions which are: pressure supply, pressure regu-lation, flow control, clutch/band application, and lu-brication.

PRESSURE REGULATIONThe pressure regulator valve maintains line pres-

sure. The amount of pressure developed is controlled

by throttle pressure which is dependent on the de-gree of throttle opening. The regulator valve is lo-cated in the valve body.

The throttle valve determines line pressure andshift speed. Governor pressure increases in propor-tion to vehicle speed. The throttle valve controls up-shift and downshift speeds by regulating pressureaccording to throttle position.

Shift Valve Flow ControlThe manual valve is operated by the gearshift link-

age and provides the operating range selected by thedriver.

The 1-2 shift valve provides 1-2 or 2-1 shifts andthe 2-3 shift valve provides 2-3 or 3-2 shifts.

The kickdown valve provides forced 3-2 or 3-1downshifts depending on vehicle speed. Downshiftsoccur when the throttle is opened beyond downshiftdetent position. Detent is reached just before wideopen throttle position.

The 2-3 valve throttle pressure plug provides 3-2downshifts at varying throttle openings depending onvehicle speed.

The 1-2 shift control valve transmits 1-2 shift pres-sure to the accumulator piston. This controls kick-down band capacity on 1-2 upshifts and 3-2downshifts.

The 3-4 shift valve, quick fill valve, timing valveand accumulator are only actuated when the over-drive solenoid is energized.

The solenoid contains a check ball that controls avent port to the 3-4 valve. The check ball either di-verts line pressure away from or directly to, the 3-4valve. Energizing the solenoid causes the check ballto close the vent port allowing line pressure to actupon the 3-4 valve.

The limit valve determines maximum speed atwhich a 3-2 part throttle kickdown can be made. Ontransmissions without a limit valve, maximum speedfor a 3-2 kickdown is at detent position.

The 2-3 shuttle valve has two functions. First isfast front band release and smooth engagement dur-ing lift-foot 2-3 upshifts. The second is to regulatefront clutch and band application during 3-2 down-shifts.

The 3-4 timing valve is moved by line pressurecoming through the 3-4 shift valve. The timing valveholds the 2-3 shift valve in an upshift position. Thepurpose is to prevent the 2-3 valve from up or down-shifting before the 3-4 valves.

The 3-4 accumulator is mounted on the overdrivehousing. It performs the same function as the 2-3 ac-cumulator. It is used to smooth engagement duringthe 3-4 shift.

Fig. 3 46RH Valve Body


BOOST VALVEThe boost valve provides increased fluid apply pres-

sure for converter clutch and overdrive clutch en-gagement.

The boost valve is connected to the overdrive clutchcircuit via a tube connected between the valve bodyupper and lower housings. The valve is connected tothe converter clutch circuit via the regulator valve,switch valve and 3-4 valves.

Hydraulic circuitry for the boost valve is shown inthe hydraulic flow diagrams. The diagrams are lo-cated at the end of the transmission diagnosis andtest section.

During converter clutch engagement in fourth gear,the valve supplies full line pressure directly to theclutch. The increased pressure available at the clutchprovides smooth shifting and positive engagement.

The 3-4 upshift causes the boost valve to increaseline pressure to the overdrive clutch. Pressure alsoincreases with throttle opening. This ensures positiveclutch engagement during periods of high throttleopening acceleration.

QUICK FILL VALVEThe 3-4 quick fill valve provides faster engagement

of the overdrive clutch during 3-4 upshifts. The valvetemporarily bypasses the clutch piston feed orifice atthe start of a 3-4 upshift. This exposes a larger pas-sage into the piston retainer resulting in a muchfaster clutch fill and apply sequence.

The quick fill valve does not bypass the regularclutch feed orifice throughout the 3-4 upshift. In-stead, once a predetermined pressure develops withinthe clutch, the valve closes the bypass. Clutch fill isthen completed through the regular feed orifice.

CONVERTER CLUTCH CONTROLThe converter clutch valve applies the converter

clutch when supplied with line pressure through theconverter clutch solenoid. The solenoid is mounted onthe valve body and energized by an electrical signalfrom the powertrain control module. Electronic con-trol of converter clutch operation includes clutch re-lease at closed throttle during warmup and duringpart throttle acceleration. The boost valve providesadditional apply pressure for converter clutch appli-cation.

The switch valve directs fluid apply pressure to theconverter clutch in one position and releases it in theopposite position. It also directs oil to the cooling andlube circuits. The switch valve regulates oil pressureto the torque converter by limiting maximum oilpressure to 130 psi.

CONVERTER DRAINBACK VALVEThe drainback valve is located in the transmission

cooler outlet (pressure) line. The valve prevents fluid

from draining from the converter into the cooler andlines when the vehicle is shut down for lengthy peri-ods.

Production valves have a hose nipple at one end,while the opposite end is threaded for a flare fitting.Some early valves have hose nipples at both ends. Allvalves have an arrow mark (or similar mark) to in-dicate direction of flow through the valve.

FOURTH GEAR SHIFT SEQUENCEThe overdrive clutch is applied in fourth gear only.

The direct clutch is applied in all ranges exceptfourth gear.

Fourth gear overdrive range is electronically con-trolled and hydraulically activated. Various sensor in-puts are supplied to the powertrain control module tooperate the overdrive solenoid on the valve body. Thesolenoid contains a check ball that opens and closes avent port in the 3-4 shift valve feed passage.

The overdrive solenoid (and check ball) are not en-ergized in first, second, third or reverse gear. Thevent port remains open diverting line pressure fromthe 2-3 shift valve away from the 3-4 shift valve.

The overdrive switch must be in the On position totransmit signals to the solenoid. A 3-4 upshift occursonly when the overdrive solenoid is energized by anelectrical signal from the powertrain control module(PCM).

The solenoid is energized upon receiving a signalfrom the PCM. This causes the check ball to close thevent port. Closing the vent port allows line pressurefrom the 2-3 shift valve to act directly upon the 3-4valves.

Line pressure acting on the 3-4 shift valve over-comes valve spring tension moving the valve to theupshift position. This action exposes the feed pas-sages to the 3-4 timing valve, 3-4 quick fill valve, 3-4accumulator and ultimately to the overdrive piston.

Line pressure through the timing valve moves theoverdrive piston into contact with the overdriveclutch.

The overdrive clutch is engaged and the directclutch is disengaged to complete the 3-4 upshift. Theboost valve provides increased fluid apply pressure tothe overdrive clutch during the 3-4 upshift and dur-ing fourth gear acceleration.

The overdrive piston engages the overdrive clutchby pressing directly against the clutch pressure plate.The direct clutch is disengaged once spring load is re-lieved. The direct clutch is released just before theoverdrive clutch is applied.

The 3-4 accumulator cushions overdrive clutch en-gagement to smooth the transition into fourth gear.The accumulator is charged at the same time as ap-ply pressure acts against the overdrive piston.

Converter clutch engagement in overdrive fourthgear is controlled by sensor inputs to the powertrain


control module. Inputs to the control module that de-termine clutch engagement are:• coolant temperature (verifies temperature mini-mum of 60° F)• engine speed• vehicle speed• throttle position• manifold vacuum (MAP sensor)

TRANSMISSION CHANGES AND PARTSINTERCHANGEABILITY

1995 transmissions are similar to previous modelsbut only in appearance. Current transmissions aredimensionally different and have different hydrauliccircuitry. Do not interchange parts.

Tranmission changes affect the governor weight as-sembly, low-reverse drum, front annulus, boost valvetube retainer, fluid cooling system, and valve checkballs.

A check ball has been added to the rear servo cir-cuit. The check ball is located in the transfer plate.

The governor weight assembly now consists of theinner and outer weights, a smaller weight spring,and a new intermediate weight. A spacer has beenadded to the weight bore in the governor body to helpsecure the new weight assembly.

The low-reverse drum has a spotface in the hub fora double tab thrust washer. The drum and newthrust washer are used on all 46RH transmissions.

Plastic check balls are now used in some valve bod-ies. The new check balls entered production as a run-ning change. The plastic and steel check balls are notinterchangeable.

A converter drainback check valve has been addedto the fluid cooler system. The one-way valve is lo-cated in the transmission outlet (pressure) line. Thevalve prevents fluid drainback when the vehicle isparked for lengthy periods.

The boost valve tube retainer has been lengthenedand an extra tab added to better secure the tube.


46RH TRANSMISSION DIAGNOSIS

INDEX

page page

Air Testing Transmission Clutch and BandOperation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176

Analyzing the Road Test . . . . . . . . . . . . . . . . . . . 172Causes of Burned Fluid . . . . . . . . . . . . . . . . . . . . 171Checking Fluid Level and Condition . . . . . . . . . . . 170Converter Housing Fluid Leak Diagnosis . . . . . . . 176Converter Stall Test . . . . . . . . . . . . . . . . . . . . . . . 175Diagnosis Charts . . . . . . . . . . . . . . . . . . . . . . . . . 179Effects of Incorrect Fluid Level . . . . . . . . . . . . . . . 171

Fluid Contamination . . . . . . . . . . . . . . . . . . . . . . 171General Information . . . . . . . . . . . . . . . . . . . . . . . 170Hydraulic Pressure Test . . . . . . . . . . . . . . . . . . . . 172Overdrive Electrical Controls . . . . . . . . . . . . . . . . 171Preliminary Diagnosis . . . . . . . . . . . . . . . . . . . . . 170Road Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172Stall Test Analysis . . . . . . . . . . . . . . . . . . . . . . . . 175Transmission Control Cable Adjustments . . . . . . . 172

GENERAL INFORMATIONBegin diagnosis by checking the easily accessible

items such as fluid level, fluid condition and throttlecable/shift linkage adjustments. A road test will de-termine if further diagnosis is necessary.

Procedures outlined in this section should be per-formed in the following sequence to realize the mostaccurate results:

(1) preliminary diagnosis(2) fluid Level and condition(3) leak checks (if fluid level is low)(4) throttle and shift linkage adjustment(5) overdrive control switch test(6) road test(7) stall test(8) hydraulic pressure test(9) air pressure tests(10) analyze test results(11) refer to diagnosis charts

PRELIMINARY DIAGNOSISTwo basic procedures are required. One procedure

for vehicles that are driveable and an alternate pro-cedure for disabled vehicles (will not back up or moveforward).

VEHICLE IS DRIVEABLE(1) Check fluid level and condition.(2) Check throttle cable and gearshift linkage ad-

justments if complaint was based on delayed, erratic,or harsh shifts.

(3) Road test vehicle and note how transmissionengages, upshifts, downshifts.

(4) Perform stall test if complaint is based on slug-gish acceleration or if abnormal throttle opening isneeded to maintain normal speeds with a properlytuned engine.

(5) Perform hydraulic pressure test if shift prob-lems were noted during road test.

(6) Perform air pressure test to check clutch-bandoperation if hydraulic pressure test is inconclusive.

VEHICLE IS DISABLED(1) Check fluid level and condition.(2) Check for broken, disconnected shift linkage.(3) Check for cracked, leaking cooler lines, or loose,

missing pressure port plugs.(4) Raise vehicle, start engine, shift transmission

into gear and note following:(a) If propeller shaft turns but wheels do not,

problem is with differential or axle shafts.(b) If propeller shafts does not turn and trans-

mission is noisy, stop engine. Remove oil pan, andcheck for debris. If pan is clear, remove transmis-sion and check for damaged drive plate, converter,oil pump, input shaft, planetary gear, clutches.

(c) If propeller shaft does not turn and transmis-sion is not noisy, perform hydraulic pressure test todetermine if problem is hydraulic or mechanical.

CHECKING FLUID LEVEL AND CONDITION(1) Place vehicle on level surface. This is important

for an accurate reading.(2) Do not check level until fluid is at normal op-

erating temperature of approximately 82°C (180°F).This is necessary to avoid false readings which couldproduce under or over fill condition,

(3) Fully apply parking brakes.(4) Start and run engine at curb idle speed. Then

shift transmission through all gear ranges and backto Neutral.

(5) Clean top of filler tube and dipstick to keep dirtout of tube.

(6) Remove dipstick and check fluid level as fol-lows:

(a) Dipstick has three fluid level indicatingmarks which are a MIN dot mark, an OK markand a MAX fill arrow mark:

(b) Correct level is to MAX arrow nark on dip-stick. This is correct maximum hot fluid level. Ac-ceptable level is between OK mark and max arrowmark on dipstick.

21 - 170 46RH TRANSMISSION DIAGNOSIS ZJ

(c) If level is at, or below MIN level dot on dip-stick, add only enough fluid to restore correct level.Mopar ATF Plus, type 7176 is the recommendedand preferred fluid.

CAUTION: Do not overfill the tranmission. Overfill-ing may cause leakage out the pump vent whichcan be mistaken for a pump seal leak. In addition,overfilling will also cause fluid aeration and foam-ing as the excess fluid is picked up and churned bythe gear train. This will significantly reduce fluidlife.

(7) Check and note fluid condition as follows:(a) Fluid should be dark to light red in color and

free of particles and sludge.(b) If fluid is orange, brown, or smells slightly

burned, flow test and reverse flush cooler and lines.Then change fluid and filter and road test again toconfirm proper operation.

(c) If fluid is black, dark brown, turned to sludge,contains extensive amount of metal or friction ma-terial particles, transmission will need overhaul.Main and auxiliary coolers and cooler lines willhave to be flow tested and reverse flushed as well.

EFFECTS OF INCORRECT FLUID LEVELA low fluid level allows the pump to take in air

along with the fluid. Air in the fluid will cause fluidpressures to be low and develop slower than normal.

If the transmission is overfilled, the gears churnthe fluid into foam, aerating the fluid and causingthe same conditions that occur with a low level. Ineither case, air bubbles cause fluid overheating, oxi-dation and varnish buildup which interferes withvalve, clutch and servo operation.

Foaming also causes fluid expansion which can re-sult in fluid overflow from the transmission vent orfill tube. Fluid overflow can easily be mistaken for aleak if inspection is not careful.

CAUSES OF BURNED FLUIDBurned, discolored fluid is a result of overheating

which has two primary causes.The first cause is a result of restricted fluid flow

through the main and/or auxiliary cooler. This condi-tion is usually the result of a faulty or improperly in-stalled drainback valve, a damaged main cooler, orsevere restrictions in the coolers and lines caused bydebris.

The second primary cause is heavy duty operationwith a vehicle not properly equipped for this type ofoperation. Trailer towing or similar high load opera-tion will overheat the transmission fluid if the vehi-cle is improperly equipped. Such vehicles should havean auxiliary transmission fluid cooler, a heavy dutycooling system, and the engine/axle ratio combinationneeded to handle heavy loads.

FLUID CONTAMINATIONFluid contamination is generally a result of:

• adding incorrect fluid• failure to clean dipstick and fill tube when check-ing level• engine coolant entering fluid• internal failure that generates debris• overheat that generates sludge (fluid breakdown)• failure to reverse flush cooler and lines after re-pair• failure to replace contaminated converter duringrepair

The use of non-recommended fluids can result intransmission failure. The usual results are erraticshifts, slippage, abnormal wear and eventual failuredue to fluid breakdown and sludge formation. Avoidthis condition by using recommended fluids only.

The dipstick cap and fill tube should be wipedclean before checking fluid level. Dirt, grease andother foreign material on the cap and tube could fallinto the tube if not removed beforehand. Take thetime to wipe the cap and tube clean before withdraw-ing the dipstick.

Engine coolant in the transmission fluid is gener-ally caused by a cooler malfunction. The only remedyis to replace the radiator as the cooler in the radiatoris not a serviceable part. If coolant has circulatedthrough the transmission for some time, an overhaulmay also be necessary; especially if shift problemshad developed.

The transmission cooler and lines should be reverseflushed whenever a malfunction generates sludgeand/or debris. The torque converter should also be re-placed at the same time.

Failure to flush the cooler and lines will result inre-contamination and a shop comeback. Flushing ap-plies to auxiliary coolers as well. The torque con-verter and drainback valve should also be replacedwhenever a failure generates sludge and debris. Thisis necessary because converter flushing procedureswill not remove all of the contaminants.

OVERDRIVE ELECTRICAL CONTROLSThe electrical controls governing the shift into

fourth gear consist of the control switch on the in-strument panel and the overdrive solenoid on thevalve body. The control switch is in circuit with thesolenoid and must be in the On position to energizethe solenoid. The transmission must also havereached third gear range before the shift to fourthgear will occur.

The control switch, valve body solenoid, case con-nectors and related wiring can all be tested with a 12volt test lamp or a volt/ohmmeter. Check continuityof each component when diagnosis indicates this isnecessary.

ZJ 46RH TRANSMISSION DIAGNOSIS 21 - 171

Switch and solenoid continuity should be checkedwhenever the transmission fails to shift into fourthgear range.

TRANSMISSION CONTROL CABLE ADJUSTMENTSTransmission throttle valve cable adjustment is ex-

tremely important to proper operation. This adjust-ment positions the throttle valve which controls shiftspeed, quality and part throttle downshift sensitivity.

If cable setting is too short, early shifts and slip-page between shifts may occur. If the setting is toolong, shifts may be delayed and part throttle down-shifts may be very sensitive. Refer to the In VehicleService section for adjustment procedure.

Shift cable adjustment is important because it po-sitions the valve body manual valve. Incorrect adjust-ment will cause creeping in Neutral, prematureclutch wear, delayed engagement in any gear, or ano-start in Park or Neutral position.

Proper operation of the park/neutral positionswitch will provide a quick check of cable adjust-ment. Refer to the In-Vehicle Service section for link-age adjustment procedure.

ROAD TESTINGBefore road testing, be sure the fluid level and all

linkage adjustments have been checked and adjustedif necessary. Observe engine performance during theroad test. A poorly tuned engine will not allow an ac-curate analysis of transmission operation.

Operate the transmission in all gear ranges. Checkfor shift variations and engine flare, which indicatesslippage. Note if shifts are harsh, spongy, delayed,early, or if part throttle downshifts are sensitive.

Slippage indicated by engine flare, usually meansclutch, band or overrunning clutch problems. If thecondition is advanced, an overhaul may be necessaryto restore normal operation.

A slipping clutch or band can often be determinedby comparing which internal units are applied in thevarious gear ranges. The Clutch and Band Applica-tion chart (Fig. 4) provides a basis for analyzing roadtest results.

ANALYZING THE ROAD TESTRefer to the Clutch and Band Application chart

(Fig. 1) and note which elements are in use in thevarious gear ranges.

Note that the rear clutch is applied in all forwardranges (D, 2, 1). The transmission overrunning clutchis applied in first gear (D, 2 and 1 ranges) only. Therear band is applied in 1 and R range only.

Note that the overdrive clutch is applied only infourth gear and the overdrive direct clutch and over-running clutch are applied in all ranges except fourthgear.

For example: If slippage occurs in first gear in Dand 2 range but not in 1 range, the transmissionoverrunning clutch is faulty. Similarly, if slippage oc-curs in any two forward gears, the rear clutch is slip-ping.

Applying the same method of analysis, note thatthe front and rear clutches are applied simulta-neously only in D range third and fourth gear. If thetransmission slips in third gear, either the frontclutch or the rear clutch is slipping.

If the transmission slips in fourth gear but not inthird gear, the overdrive clutch is slipping. By select-ing another gear which does not use these clutches,the slipping unit can be determined. For example, ifthe transmission also slips in Reverse, the frontclutch is slipping. If the transmission does not slip inReverse, the rear clutch is slipping.

If slippage occurs during the 3-4 shift or only infourth gear, the overdrive clutch is slipping. Simi-larly, if the direct clutch were to fail, the transmis-sion would lose both reverse gear and overrunbraking in 2 position (manual second gear). If thetransmission slips in any other two forward gears,the transmission rear clutch is probably slipping.

If the transmission will not shift to fourth gear, thecontrol switch, overdrive solenoid or related wiringmay also be the problem cause.

This process of elimination can be used to identifya slipping unit and check operation. Proper use ofthe Clutch and Band Application Chart is the key.

Although road test analysis will help determine theslipping unit, the actual cause of a malfunction usu-ally cannot be determined until hydraulic and airpressure tests are performed. Practically any condi-tion can be caused by leaking hydraulic circuits orsticking valves.

Unless a malfunction is obvious, such as nodrive in D range first gear, do not disassemblethe transmission. Perform the hydraulic andair pressure tests to help pinpoint the problemcause.

HYDRAULIC PRESSURE TESTHydraulic test pressures range from a low of one

psi (6.895 kPa) governor pressure, to 300 psi (2068kPa) at the rear servo pressure port in reverse.

An accurate tachometer and two test gauges are re-quired for the pressure test. Test Gauge C-3292 has a100 psi range and is used at the accumulator, gover-nor, and front servo pressure ports. Test GaugeC-3293 has a 300 psi range and is used at the rearservo port and overdrive test ports where pressuresare higher. In cases where two test gauges are re-quired, the 300 psi gauge can be used at any of theother test ports.


Pressure Test Port LocationsThere are pressure test ports at the accumulator,

front servo, and rear servo. Governor and overdriveclutch pressure test ports are located at the left andright rear sides of the case (Fig. 5).

Line pressure is checked at the accumulator porton the right side of the case. The front servo pressureport is at the right side of the case just behind thefiller tube opening.

The rear servo and governor pressure ports are atthe right rear of the transmission case. The overdriveclutch pressure port is at the left rear of the case(Fig. 5).

HYDRAULIC PRESSURE TEST PROCEDURE

Test One—Transmission In 1 RangeThis test checks pump output, pressure regu-

lation, and condition of the rear clutch andservo circuit. Test Gauges C-3292 and C-3293-SPare required for this test. Gauge C-3292 has a100 psi range. Gauge C-3293-SP has a 300 psirange.

(1) Connect tachometer to engine. Position tachom-eter so it can be observed from driver seat if helperwill be operating engine. Raise vehicle on hoist thatwill allow rear wheels to rotate freely.

(2) Connect 100 psi Gauge C-3292 to accumulatorport. Then connect 300 psi Gauge C-3293-SP to rearservo port (Fig. 5).

(3) Disconnect throttle and gearshift cables fromlevers on transmission valve body manual shaft.

(4) Have helper start and run engine at 1000 rpm.

(5) Move transmission shift lever fully forward into1 range.

Fig. 4 Clutch And Band Application Chart

Fig. 5 Pressure Test Port Locations


(6) Gradually move transmission throttle leverfrom full forward to full rearward position and notepressures on both gauges:

(a) Line pressure at accumulator port should be54-60 psi (372-414 kPa) with throttle lever forwardand gradually increase to 90-96 psi (621-662 kPa)as throttle lever is moved rearward.

(b) Rear servo pressure should be same as linepressure within 3 psi (20.68 kPa).

Test Two—Transmission In 2 RangeThis test checks pump output, line pressure

and pressure regulation. Use 100 psi Test GaugeC-3292 for this test.

(1) Leave vehicle in place on hoist and leave TestGauge C-3292 connected to accumulator port for thistest.

(2) Have helper start and run engine at 1000 rpm.(3) Move transmission shift lever one detent rear-

ward from full forward position. This is 2 range.(4) Move transmission throttle lever from full for-

ward to full rearward position and read pressure ongauge:

(5) Line pressure should be 54-60 psi (372-414kPa) with throttle lever forward and gradually in-crease to 90-96 psi (621-662 kPa) as lever is movedrearward.

Test Three—Transmission In D Range Third GearThis test checks pressure regulation and con-

dition of the clutch circuits. Use both pressureTest Gauges C-3292 and C-3293-SP for this test.

(1) Turn OD switch off.(2) Leave vehicle on hoist and also leave Gauge

C-3292 in place at accumulator port.(3) Move Gauge C-3293-SP over to front servo port

for this test.(4) Have helper start and run engine at 1600 rpm

for this test.(5) Move transmission shift lever two detents rear-

ward from full forward position. This is D range.(6) Read pressures on both gauges as transmission

throttle lever is gradually moved from full forward tofull rearward position:

(a) Line pressure at accumulator in D rangethird gear, should be 54-60 psi (372-414 kPa) withthrottle lever forward and increase as lever ismoved rearward.

(b) Front servo pressure in D range third gear,should be within 3 psi (21 kPa) of line pressure upto kickdown point.

Test Four—Transmission In ReverseThis test checks pump output, pressure regu-

lation and the front clutch and rear servo cir-cuits. Use 300 psi Test Gauge C-3293-SP for thistest.

(1) Leave vehicle on hoist and leave gauge C3292

in place at accumulator port.(2) Move 300 psi Gauge C-3293-SP back to rear

servo port.(3) Have helper start and run engine at 1600 rpm

for test.(4) Move transmission shift lever four detents rear-

ward from full forward position. This is Reverserange.

(5) Move transmission throttle lever fully forwardthen fully rearward and note reading at GaugeC-3293-SP.

(6) Pressure should be 145 - 175 psi (1000-1207kPa) with throttle lever forward and increase to 230 -280 psi (1586-1931 kPa) as lever is gradually movedrearward.

Test Five—Governor PressureThis test checks governor operation by mea-

suring governor pressure response to changesin vehicle speed. It is usually not necessary tocheck governor operation unless shift speedsare incorrect or if the transmission will notdownshift. The test should be performed on ahoist that will allow the rear wheels to rotatefreely.

(1) Move 100 psi Test Gauge C-3292 to governorpressure port (Fig. 5).

(2) Move transmission shift lever two detents rear-ward from full forward position. This is D range.

(3) Have helper start and run engine at curb idlespeed. Then firmly apply service brakes so wheelswill not rotate.

(4) Note governor pressure:(a) Governor pressure should be no more than 10

kPa (1-1/2 psi) at curb idle speed and wheels notrotating.

(b) If pressure exceeds 10 kPa (1-1/2 psi)3 psi, agovernor fault exists. Valve, or weight is sticking,E-clip has come off shaft, or leak exists at tubes.(5) Release brakes, slowly increase engine speed,

and observe speedometer and pressure test gauge.Governor pressure should increase in proportion tovehicle speed, or approximately 6.89 kPa (1 psi) forevery 1 mph.

(6) Pressure rise should be smooth and drop backto no more than 10 kPa (1-1/2 psi) after engine re-turns to curb idle speed and brakes are applied toprevent wheel rotation.

(7) Compare results of pressure test with analysischart (Fig. 6).

Test Six—Transmission In Overdrive Fourth GearThis test checks line pressure at the over-

drive clutch in fourth gear range. Use 300 psiTest Gauge C-3292 for this test. The test shouldbe performed on the road or on a chassis dyno.


(1) Remove tachometer. It will not be used for thistest.

(2) Move 300 psi Gauge to overdrive clutch pres-sure test port. Then remove other gauge and reinstalltest port plug.

(3) Lower vehicle.(4) Turn OD switch on.(5) Secure test gauge so it can be viewed from driv-

ers seat.(6) Start engine and shift into D range.(7) Increase vehicle speed gradually until 3-4 shift

occurs and note gauge pressure.(8) Pressure should be 469-496 kPa (68-72 psi)

with closed throttle and increase to 620-827 kPa (90-120 psi) at 1/2 to 3/4 throttle. Note that pressure canincrease to around 896 kPa (130 psi) at full throttle.

(9) Return to shop or move vehicle off chassisdyno.

CONVERTER STALL TESTStall testing involves determining maximum engine

rpm obtainable at full throttle with the rear wheelslocked and the transmission in D range. This testchecks the holding ability of the the converter over-running clutch and both of the transmission clutches.When stall testing is completed, refer to the Stall

Speed Specifications chart and Stall Speed Diagnosisguides.

WARNING: NEVER ALLOW ANYONE TO STAND DI-RECTLY IN LINE WITH THE VEHICLE FRONT ORREAR DURING A STALL TEST. ALWAYS BLOCKTHE WHEELS AND APPLY THE SERVICE ANDPARKING BRAKES DURING THE TEST.

STALL TEST PROCEDURE(1) Connect tachometer to engine. Position tachom-

eter so it can be viewed from driver seat.(2) Check transmission fluid level. Add fluid if nec-

essary.(3) Start and run engine until transmission fluid

reaches normal operating temperature.(4) Block front wheels.(5) Fully apply service and parking brakes.(6) Stall speeds should be in 1750-2300 rpm range.

Perform stall test as described in next.(7) Open throttle completely and record maximum

engine rpm registered on tachometer. It will takefrom 4-10 seconds to reach max rpm. However,once max rpm has been achieved, do not holdwide open throttle for more than 4-5 seconds.

CAUTION: Stalling the converter causes a rapid in-crease in fluid temperature. To avoid fluid overheat-ing, hold wide open throttle for no more than 4-5seconds after reaching peak rpm. In addition, if en-gine exceeds 2300 rpm, release accelerator pedalimmediately as transmission clutch slippage is oc-curring.

(8) If a second stall test is required, cool fluiddown as follows before proceeding: Shift into Neutral,and run engine at 1000 rpm with transmission for20-30 seconds to cool fluid.

(9) Refer to Stall Test Analysis.

STALL TEST ANALYSIS

Stall Speed Too HighStall speeds over 2300 rpm indicates transmission

clutch slippage.

Stall Speed Too LowLow stall speeds with a properly tuned engine in-

dicate a torque converter overrunning clutch prob-lem. The condition should be confirmed by roadtesting prior to converter replacement.

Stall speeds 250-350 rpm below normal indicatesthe converter overrunning clutch is slipping. The ve-hicle will also exhibit poor acceleration but operatenormally once highway cruise speeds are reached.Torque converter replacement will be necessary.

Fig. 6 Pressure Test Analysis Chart


Stall Speed Normal But Acceleration Is SluggishIf stall speeds are normal (1800-2300 rpm) but ab-

normal throttle opening is required for acceleration,or to maintain cruise speeds, the converter overrun-ning clutch is seized. The torque converter will haveto be replaced.

CONVERTER NOISE DURING TESTA whining noise caused by fluid flow is normal dur-

ing a stall test. However, loud metallic noises indi-cate a damaged converter. To confirm that noise isoriginating from the converter, operate the vehicle atlight throttle in Drive and Neutral on a hoist and lis-ten for noise coming from the converter housing.

AIR TESTING TRANSMISSION CLUTCH AND BANDOPERATION

Air pressure testing can be used to check transmis-sion front/rear clutch and band operation with thetransmission either in the vehicle, or on the workbench as a final check after overhaul.

Air pressure testing requires that the oil pan andvalve body be removed from the transmission. Theservo and clutch apply passages are shown in Figure7.

FRONT CLUTCH AIR TESTPlace one or two fingers on the clutch housing and

apply air pressure through front clutch apply passage(Fig. 8). Piston movement can be felt and a soft thudheard as the clutch applies.

REAR CLUTCH AIR TESTPlace one or two fingers on the clutch housing and

apply air pressure through rear clutch apply passage

(Fig. 7). Piston movement can be felt and a soft thudheard as the clutch applies.

FRONT SERVO AIR TESTApply air pressure to the front servo apply passage.


REAR SERVO AIR TESTApply air pressure to the rear servo apply passage.


CONVERTER HOUSING FLUID LEAK DIAGNOSISWhen diagnosing converter housing fluid leaks, two

items must be established before repair. First, itmust be verified that a leak condition actually exists.And second, the true source of the leak must be de-termined.

Some suspected converter housing fluid leaks maynot be leaks at all. They may only be the result ofresidual fluid in the converter housing, or excessfluid spilled during factory fill or refill after repair.

Converter housing leaks have several potentialsources. Through careful observation, a leak sourcecan be identified before removing the transmissionfor repair.

Pump seal leaks tend to move along the drive huband onto the rear of the converter. Pump O-ring orpump body leaks follow the same path as a seal leak(Fig. 8).

Pump vent or pump attaching bolt leaks are gener-ally deposited on the inside of the converter housingand not on the converter itself (Fig. 8).

Pump seal or gasket leaks usually travel down theinside of the converter housing.

Front band lever pin plug leaks are generally de-posited on the housing and not on the converter.

Fig. 7 Air Pressure Test Passages

Fig. 8 Converter Housing Leak Paths


LEAK DIAGNOSIS PROCEDURE(1) Raise rear of vehicle and allow accumulated

fluid to drain out of converter housing.(2) Check and adjust transmission fluid level.(3) Raise vehicle. Remove converter housing dust

cover and wipe as much fluid as possible from con-verter housing.

(4) Fabricate test probe (Fig. 9). Attach probe toconverter housing with a dust shield bolt.

(5) Have a helper run engine at 2500 rpm (withtransmission in Neutral) for two minutes; then stopengine.

(6) Inspect test probe and converter housing. Ifleak is evident, note color of fluid:

(a) If fluid is red/pink, leak is from transmissionpart. Proceed with diagnosis.

(b) If fluid is brown or green, oil leak is from en-gine. Refer to engine leak diagnosis procedures inGroup 9.(7) Determine where transmission fluid is leaking

from:(a) If probe upper surface is wet with trans-

mission fluid, converter or seal are at fault.Fluid across probe upper surface indicatesconverter or seal leak.

(b) If transmission fluid is leaking under probe,it is coming from pump housing area (Fig. 8).(8) Fluid leaking under probe could be from: pump

seal and/or bushing, pump vent, front band levershaft access plug, pump bolts, or porous spots inpump body or transmission case (Fig. 8).

(9) If porous spots in transmission case or pumpbody are suspected leak source, pressurize transmis-sion as described in Leak Testing With Air Pressure.

TORQUE CONVERTER LEAK POINTSPossible sources of converter leaks are: (a) leaks at

the weld joint around the outside diameter weld (Fig.9) and (b) leaks at the converter hub weld (Fig. 11).

LEAK TESTING WITH AIR PRESSUREThis test involves closing off all openings and pres-

surizing the transmission to 8 psi with hand oper-ated Air Pump 7700.

A soapy water solution is applied to suspected leakpoints before and during the pressure test. Leaks willbe indicated by the presence of air bubbles comingthrough the solution.

Some transmission openings such as the fill tubeand front cooler line fitting can be closed off with arubber plug or similar device. Plugs can secured withwire or duct tape.

The transmission rear output shaft opening isclosed off simply by leaving the transfer case boltedin place. However, if the transfer case has been re-moved, a shipping plug can be used to close off thisopening.

The torque converter hub opening in the pump andthe pump vent require special tools to close them off.The converter hub seal cap is made from thin walltube and a 3.17 mm (1/8 in.) thick disc (Figs. 12 and13). A retaining strap is needed to secure the sealcup for testing (Fig. 14). The strap attaching hole po-

Fig. 9 Leak Test Probe

Fig. 10 Pump Area Inspection Points

Fig. 11 Converter Leak Points (Typical)


sitions are approximate only. Measure hole positionon the converter housing before drilling.

The pump vent plug is made from 6.35 mm (1/4 in.)rod and 4.76 mm (3/16 in.) plate (Fig. 14).

The fabricated tools can all be made from mildsteel or aluminum stock.

AIR PRESSURE LEAK TEST PROCEDURE(1) Install vent plug, converter hub seal cup and

cup retaining strap (Fig. 15).

CAUTION: Be sure the surfaces of the hub seal cupare smooth and free of nicks, scratches, or burrs.Surface irregularities on the cup will damage thepump seal if not removed. Sand and/polish the cupwith 400 grit sandpaper or crocus cloth to smooththe surface if necessary.

(2) Close off remaining transmission openings withrubber plugs, or stoppers or similar devices. Do notclose off rear cooler line fitting. Hand operatedair pump will be attached to this fitting.

(3) Attach Air Pump 7700 to rear cooler line fit-ting. Connect a length of copper tube to fitting. Thenattach pump hose to tube with hose clamp (Fig. 16).

(4) Apply a thick soapy water solution to suspectedleak areas.

CAUTION: The recommended test pressure is 8 psi.The maximum allowable test pressure is 10 psi. Donot exceed specified pressure.

(5) Pressurize transmission to 8 psi with air pump.(6) Observe suspected leak areas. Air bubbles ap-

pearing in soapy water solution indicate leak points.(7) Remove test tools and plugs after test comple-

tion and make necessary repairs as described in LeakCorrection procedure.

CONVERTER HOUSING AREA LEAKCORRECTION

(1) Remove converter.(2) Tighten front band adjusting screw until band

is tight around front clutch retainer. This preventsfront/rear clutches from coming out when oil pump isremoved.

Fig. 12 Converter Hub Seal Cup

Fig. 13 Seal Cup Retaining Strap

Fig. 14 Pump Vent Plug

Fig. 15 Vent Plug And Hub Seal Cup Installation


(3) Remove oil pump and remove pump seal. In-spect pump housing drainback and vent holes for ob-structions. Clear holes with solvent and wire.

(4) Inspect pump bushing and converter hub. Ifbushing is scored, replace it. If converter hub isscored, either polish it with crocus cloth or replaceconverter if scoring is severe.

(5) Install new pump seal, O-ring, gasket, bushing.Replace oil pump if cracked, porous or damaged inany way.

(6) Loosen kickdown lever pin access plug threeturns. Apply Permatex No. 2 or equivalent to plugthreads and tighten plug to 17 Nzm (150 in-lbs)torque.

(7) Adjust front band.(8) Lubricate pump seal and converter hub with

transmission fluid or petroleum jelly and install con-verter.

(9) Install transmission and converter housingdust shield.

(10) Lower vehicle.

DIAGNOSIS CHARTSThe diagnosis charts provide additional reference

when diagnosing a transmission fault. The chartsprovide general information on a variety of transmis-sion, overdrive and converter fault conditions.

The hydraulic flow charts outline fluid flow and hy-draulic circuitry. Circuit flow is provided for all gearranges. Approximate working pressures are also sup-plied for each gear range.

Fig. 16 Typical Method of PressurizingTransmission


















OVERDRIVE DIAGNOSIS


OVERDRIVE DIAGNOSIS


OVERDRIVE DIAGNOSIS








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46RH IN-VEHICLE SERVICE

INDEX

page page

Aluminum Thread Repair . . . . . . . . . . . . . . . . . . . 215Converter Drainback Check Valve Service . . . . . . 213Fluid and Filter Replacement . . . . . . . . . . . . . . . . 205Fluid Level Check . . . . . . . . . . . . . . . . . . . . . . . . 204Front Band Adjustment . . . . . . . . . . . . . . . . . . . . 207Gearshift Cable Adjustment . . . . . . . . . . . . . . . . . 206Governor and Park Lock Service . . . . . . . . . . . . . 204Oil Pump Seal . . . . . . . . . . . . . . . . . . . . . . . . . . 204Park Interlock Cable Adjustment . . . . . . . . . . . . . 207Park/Neutral Position Switch . . . . . . . . . . . . . . . . 209Rear Band Adjustment . . . . . . . . . . . . . . . . . . . . 207

Recommended Fluid . . . . . . . . . . . . . . . . . . . . . . 204Refilling After Overhaul or Fluid/Filter Change . . . 205Slip Yoke Seal Replacement—2-Wheel Drive

Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209Speedometer Service . . . . . . . . . . . . . . . . . . . . . 208Transmission Cooler Flow Testing . . . . . . . . . . . . 213Transmission Cooler Line and Fitting Service . . . . 211Transmission Cooler Replacement . . . . . . . . . . . . 214Transmission Cooler Reverse Flushing . . . . . . . . 214Transmission Throttle Valve Cable Adjustment . . . 205Valve Body Service . . . . . . . . . . . . . . . . . . . . . . . 210

GOVERNOR AND PARK LOCK SERVICEThe governor and park lock components are located

within the overdrive unit and cannot be serviced inthe vehicle. The overdrive unit must be removed anddisassembled for access to the governor and park lockcomponents.

Refer to the sections dealing with overdrive re-moval, installation and disassembly for repair proce-dures.

OIL PUMP SEALThe transmission and torque converter must be re-

moved for access to the oil pump seal. Oil pump sealreplacement procedures are described in the Trans-mission/Converter Removal And Installation section.

RECOMMENDED FLUIDThe recommended and preferred fluid for 46RH

transmissions is Mopar ATF Plus, type 7176.Mopar Dexron II is not really recommended and

should only be used when ATF Plus is not available.

FLUID LEVEL CHECKTransmission fluid level should be checked monthly

under normal operation. If the vehicle is used fortrailer towing or similar heavy load hauling, checkfluid level and condition weekly.

Fluid level is checked with the engine running atcurb idle speed, the transmission in Neutral, parkingbrakes applied, and the transmission fluid at normaloperating temperature.

FLUID LEVEL CHECK PROCEDURE(1) Transmission fluid must be at normal operating

temperature for accurate fluid level check. Drive ve-hicle if necessary to bring fluid temperature up tonormal hot operating temperature of 82°C (180°F).

(2) Position vehicle on level surface. This is ex-tremely important for accurate fluid level check.

(3) Start and run engine at curb idle speed.

(4) Apply parking brakes.(5) Shift transmission momentarily into all gear

ranges. Then shift transmission back to Neutral.(6) Clean top of filler tube and dipstick to keep dirt

from entering tube.(7) Remove dipstick and check fluid level as fol-

lows:(a) Dipstick has three fluid level indicator levels

(Fig. 1) which are a MIN dot, an OK crosshatcharea, and a MAX fill arrow.

(b) Correct maximum level is to MAX arrowmark. Correct acceptable level is to OK mark incrosshatch area. Incorrect level is at or below MINdot.

(c) If fluid is low, add only enough Mopar ATFPlus to restore correct level. Do not overfill.

CAUTION: Do not overfill the tranmission. Overfill-ing may cause leakage out the pump vent whichcan be mistaken for a pump seal leak. Overfillingwill also cause fluid aeration and foaming as the ex-cess fluid is picked up and churned by the geartrain. This will significantly reduce fluid life.

Fig. 1 Fluid Level Marks On Dipstick

21 - 204 46RH IN-VEHICLE SERVICE ZJ

FLUID AND FILTER REPLACEMENT

NORMAL CHANGE INTERVALThe fluid and filter should be changed (and the

bands adjusted) at recommended maintenance inter-vals, or whenever the transmission has been disas-sembled for any reason.

Refer to the Driveline section in Group O, Lubrica-tion and Maintenance for recommended change inter-vals. Refer to the fluid/filter replacement and bandadjustment procedures in this section.

SEVERE USAGE CHANGE INTERVALUnder severe usage, the fluid and filter should be

changed and the bands adjusted at 12,000 mile (19000 Km) intervals.

Severe usage is defined as:(a) More than half of vehicle operation occurs in

heavy city traffic during hot weather (above 90° F).(b) Vehicle is used for taxi, police, limousine, or

similar commercial operation.(c) Vehicle is used for trailer towing or heavy

load hauling.When the factory fluid is drained, refill the trans-

mission with Mopar ATF Plus, type 7176 fluid.

FLUID/FILTER REPLACEMENT PROCEDURE(1) Raise vehicle.(2) Remove oil pan and drain fluid.(3) Clean oil pan and pan magnet. Then clean re-

maining gasket material from gasket surface oftransmission case.

(4) Remove fluid filter screws and remove filter.(5) Position new filter on valve body and install fil-

ter screws. Tighten screws to 4 Nzm (35 in. lbs.)torque.

(6) Adjust rear band at this time if required.(7) Position new gasket on oil pan and install pan

on transmission. Tighten pan bolts to 150 in. lbs. (17Nzm) torque.

(8) Adjust front band at this time if required.(9) Lower vehicle and refill transmission with Mo-

par ATF Plus, type 7176 fluid. Refer to Refilling AfterOverhaul Or Fluid/Filter Change.

REFILLING AFTER OVERHAUL OR FLUID/FILTERCHANGE

The most effective way to avoid overfilling after afluid change or overhaul is as follows:

(1) Remove dipstick and insert clean funnel intransmission fill tube.

(2) Add following initial quantity of Mopar ATFPlus to transmission:

(a) If fluid/filter change was performed, add 3pints (1-1/2 quarts) of ATF Plus to transmission.

(b) If transmission was completely overhauledand torque converter was replaced or drained, add12 pints (6 quarts) of ATF Plus 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 butleave engine running at curb idle speed.

(6) Remove funnel, insert dipstick and check fluidlevel. Add only enough fluid to bring level to ADDmark on dipstick. Do not overfill.

(7) Drive vehicle until transmission fluid is at nor-mal operating temperature. Then recheck fluid levelas described in next step.

(8) Leave engine running at curb idle speed, shiftinto Neutral, and check fluid level again. This time,add only enough fluid to bring level up to Full markbut do not overfill.

(9) When fluid level is correct, shut engine off, re-lease park brake, remove funnel, and reseat dipstickin fill tube.

TRANSMISSION THROTTLE VALVE CABLEADJUSTMENT

The transmission throttle valve is operated by acam on the throttle lever. The throttle lever is oper-ated by an adjustable cable (Fig. 2). The cable is at-tached to an arm mounted on the throttle lever shaft.A lock button at the engine-end of the cable is pro-vided for cable adjustment.

A correctly adjusted throttle valve cable will causethe throttle lever on the transmission to move simul-taneously with the throttle body lever from the idleposition. Proper adjustment will allow simultaneousmovement without causing the transmission throttlelever to either move ahead of, or lag behind the leveron the throttle body.

CHECKING THROTTLE VALVE CABLEADJUSTMENT

(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. 3) is also at idle (fully forward) position.

(4) Slide cable off attachment stud on throttle bodylever (Fig. 4).

(5) Compare position of cable end to attachmentstud on throttle body lever (Fig. 4):

(a) Cable end and attachment stud should bealigned (or centered on one another) to within 1mm (0.039 in.) in either direction.

(b) If cable end and attachment stud are mis-aligned (off center), cable will have to be adjustedas described in Throttle Valve Cable Adjustmentprocedure.(6) Reconnect cable end to attachment stud. Then

with aid of a helper, observe movement of transmis-sion throttle lever and lever on throttle body.

ZJ 46RH IN-VEHICLE SERVICE 21 - 205

(a) If both levers move simultaneously from idleto half-throttle and back to idle position, adjust-ment is correct.

(b) If transmission throttle lever moves ahead of,or lags behind throttle body lever, cable adjustmentwill be necessary. Or, if throttle body lever preventstransmission lever from returning to closed posi-tion, cable adjustment will be necessary.

THROTTLE VALVE CABLE ADJUSTMENTPROCEDURE

(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 pullcable off.

(4) Verify that transmission throttle lever is infully closed position. Then be sure lever on throttlebody is at curb idle position.

(5) Press cable lock button inward to release cable(Fig. 4). Lock button only has to move about 2 mm(0.070 in.) to release cable in adjuster head.

(6) Center cable end on attachment stud to within1 mm (0.039 in.) and release lock button.

(7) Check cable adjustment. Be sure transmissionthrottle lever and lever on throttle body move simul-taneously as described in cable adjustment checkingprocedure.

GEARSHIFT CABLE ADJUSTMENTCheck adjustment by starting the engine in Park

and Neutral. Adjustment is OK if the engine startsonly in these positions. Adjustment is incorrect if theengine starts in one but not both positions. If the en-gine starts in any position other than Park or Neu-tral, 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 transmissionend of cable) to unlock cable (Fig. 5).

(4) Unsnap cable from cable bracket (Fig. 5).(5) Check transmission shift lever position by mov-

ing it all the way rearward into Park detent.(6) Verify positive engagement of park lock by at-

tempting to rotate propeller shaft. Shaft will not ro-tate when park lock is engaged.

(7) Snap cable into cable bracket on transmission.(8) Lock shift cable by pressing cable adjuster

clamp down until it snaps into place.(9) Check engine starting. Engine should start only

in Park and Neutral.(10) Lower vehicle.

Fig. 2 Throttle Cable Attachment At Engine

Fig. 3 Throttle Cable Attachment At Transmission

Fig. 4 Throttle Valve Cable Adjustment


PARK INTERLOCK CABLE ADJUSTMENT(1) Shift transmission into Park.(2) Turn ignition switch to Accessory position.

CAUTION: Be sure the ignition switch is in the Ac-cessory position for cable adjustment. The cableand lever mechanism will not adjust correctly if theswitch lock cylinder is in Park position.

(3) Remove shift lever bezel and console screws.Raise bezel and console for access to cable.

(4) Pull cable lock button up to release cable (Fig.6).

(5) Pull cable forward. Then release cable andpress cable lock button down until it snaps in place.

(6) Check cable adjustment as follows:(a) Place shift lever in Park.(b) Check shift handle release button and igni-

tion lock cylinder operation. Release button shouldbe in released (out) position and ignition lock cylin-der should rotate freely from Off to Lock.

(c) Next, place shift lever in D or R position andcheck ignition lock cylinder operation again. Cylin-der should not rotate from Off to Lock position.

(d) Check shift lever operation. Shifting out ofPark position should only be possible when ignitionlock cylinder is in Off, Run, or Start positions. Shiftlever should be locked-in when lock cylinder is inAccessory and Lock positions.

FRONT BAND ADJUSTMENTThe front band adjusting screw is located on the

driver side of the transmission case above the man-ual valve and throttle valve levers.

ADJUSTMENT PROCEDURE(1) Raise vehicle.(2) Loosen band adjusting screw locknut. Then

back locknut off 4-5 turns.(3) Be sure adjusting screw turns freely in case.

Lubricate screw threads with Mopar spray lube, LPSall purpose spray lube, or equivalent quality product.

(4) Tighten band adjusting screw to 8 Nzm (72 in.lbs.) torque with inch pound Torque WrenchC-3380-A, a 3-in. extension and 5/16 socket (Fig. 7).

CAUTION: If Adapter C-3705 is needed to reach theadjusting screw (Fig. 8), tighten the screw to only 5Nzm (47-50 in. lbs.) torque.

(5) Back off band adjusting screw 2-7/8 turns.(6) Hold adjuster screw in position and tighten

locknut to 41 Nzm (30 ft. lbs.) torque.(7) Lower vehicle.

REAR BAND ADJUSTMENTThe transmission oil pan must be removed for ac-

cess 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.(4) Tighten adjusting screw to 8 Nzm (72 in. lbs.)

torque (Fig. 9). Use inch-pound Torque WrenchC-3380-A for adjustment.

(5) Back off band adjusting screw two turns.(6) Hold adjusting screw in place and tighten lock-

nut to 34 Nzm (25 ft. lbs.) torque.

Fig. 5 Shift Cable Attachment At Transmission Fig. 6 Shift And Park Interlock Cables


(7) Clean oil pan, pan magnet and gasket surfaceof case. Also inspect and replace fluid filter if neces-sary.

(8) Position new gasket on oil pan and install panon transmission. Tighten pan bolts to 17 Nzm (150 in.lbs.) torque.

(9) Lower vehicle and refill the transmission withMopar ATF Plus, type 7176 fluid.




as assembly.
















(11) Connect wires to vehicle speed sensor.

Fig. 7 Front Band Adjustment

Fig. 8 Band Adjustment Adapter Tool Usage

Fig. 9 Rear Band Adjustment Screw Location


(12) Lower vehicle and top off transmission fluidlevel if necessary.

PARK/NEUTRAL POSITION SWITCHThe center terminal of the switch is the starter cir-

cuit terminal. It provides the ground for the startersolenoid circuit through the selector lever in Parkand Neutral positions only. The outer terminals onthe switch are for the backup lamp circuit.

SWITCH TEST(1) Verify that gearshift linkage is correctly ad-

justed before testing. Switch will not operate prop-erly if linkage adjustment is incorrect.

(2) To test switch, remove wiring connector. Thentest continuity between center terminal and trans-

mission case. Continuity should exist only whentransmission is in Park or Neutral.

(3) Shift transmission into reverse and test conti-nuity at switch outer terminals.

(a) Continuity should exist only when transmis-sion is in Reverse.

(b) Continuity should not exist between outerterminals and case.

PARK/NEUTRAL POSITION SWITCHREPLACEMENT

(1) Raise vehicle and position drain pan underswitch.

(2) Disconnect switch wires and remove switchfrom case.

(3) Move shift lever to Park and Neutral positions.Verify that switch operating lever fingers are cen-tered in switch opening in case (Fig. 12).

(4) Install new seal on switch and install switch incase. Tighten switch to 34 Nzm (25 ft. lbs.) torque.

(5) Connect switch wires, lower vehicle and top offtransmission fluid level.

SLIP YOKE SEAL REPLACEMENT—2-WHEELDRIVE MODELS

(1) Raise vehicle.(2) Mark propeller shaft U-joints for alignment ref-

erence. Then disconnect and remove shaft.(3) Remove old seal from overdrive housing with

Remover Tool C-3985-B (Fig. 13), or hammer andpunch.

(4) Position new seal in housing opening. Then tapseal into place with Installer Tool C-3995-A orC-3972-A (Fig. 14).




(5) Smooth surface of propeller shaft slip yoke with400 grit paper if necessary. Clean yoke surface withsolvent and wipe clean with shop cloth.

(6) Lubricate slip yoke and new seal with liberalquantity of Mopar multi mileage grease or petroleumjelly.

(7) Carefully guide propeller shaft slip yokethrough seal, into housing and onto output shaftsplines.

(8) Align and connect propeller shaft U-joint toaxle yoke. Tighten clamp strap bolts to 19 Nzm (170in. lbs.) torque.

(9) Lower vehicle.

VALVE BODY SERVICE

GENERAL SERVICE INFORMATIONThe valve body can be removed for service without

having to remove the entire transmission assembly.The valve body can be disassembled for cleaning

and inspection of the individual components. Refer tothe valve body service procedures in the Transmis-sion Overhaul section.

The only replaceable valve body components are:• manual lever• manual lever washer, seal, E-clip and shaft seal• manual lever detent ball• throttle lever• fluid filter and screws• solenoid assembly, connecter seal and shoulderscrew• switch valve and spring• pressure adjusting screw bracket• fluid temperature thermister


VALVE BODY REMOVAL(1) Shift transmission into Neutral.(2) Raise vehicle.(3) Remove gearshift and throttle levers from shaft

of valve body manual lever.(4) Disconnect and remove neutral switch.(5) Disconnect valve body overdrive and converter

clutch solenoid wires at case connector (Fig. 15).

(6) Position drain pan under transmission oil pan.(7) Remove transmission oil pan and gasket.(8) Remove fluid filter from valve body.(9) Push valve body solenoid wire connector out of

case.(10) Remove valve body attaching bolts.

Fig. 12 Park/Neutral Position Switch Contacts

Fig. 13 Removing Slip Yoke Seal

Fig. 14 Installing Slip Yoke Seal

Fig. 15 Transmission Wire Harness Identification


(11) Lower valve body slightly and remove accumu-lator piston and accumulator inner and outersprings.

(12) Push manual lever shaft and solenoid caseconnector out of transmission case. Lower valve body,rotate it away from case, pull park rod out of spragand remove valve body (Fig. 16).

VALVE BODY INSTALLATION(1) Verify that park/neutral position switch has

NOT been installed in case. Valve body cannot be in-stalled if switch is in place.

(2) Check condition of seals on valve body solenoidcase connector. Replace seals if cut or worn.

(3) Check condition of manual lever shaft seal (incase). Remove seal if lip is cut, or worn. However donot install new seal at this time.

(4) Check condition of seals on accumulator piston(Fig. 17). Install new piston seals if necessary.

(5) Install inner spring in accumulator piston.Then install piston and spring in bore. Petroleumjelly can be used to hold piston in bore.

(6) Place valve body manual lever in low (1 posi-tion) so ball on park lock rod can be installed insprag.

(7) Lubricate shaft of manual lever with petroleumjelly. This will ease inserting shaft through seal (incase).

(8) Lubricate seal rings on solenoid case connectorwith petroleum jelly.

(9) Position accumulator piston outer spring onvalve body.

(10) Raise valve body and work end of park lockrod into and through sprag. Use screwdriver to alignsprag if necessary.

(11) Align accumulator springs, manual lever shaftand solenoid case connector. Then seat valve body oncase and install one or two bolts to hold valve body inplace.

(12) Tighten valve body bolts alternately andevenly to 11 Nzm (100 in. lbs.) torque.

(13) Install new fluid filter on valve body. Tightenfilter screws to 4 Nzm (35 in. lbs.) torque.

(14) Install new manual lever shaft seal in case ifnecessary. Use 15/16 deep well socket to seat seal(Fig. 18).

(15) Install and connect neutral switch in case.(16) Install throttle and gearshift levers on valve

body manual lever shaft.(17) Check and adjust front and rear bands if nec-

essary.(18) Connect valve body overdrive and converter

clutch solenoid wires to case connector.(19) Install oil pan and new gasket. Tighten pan

bolts to 17 Nzm (13 ft. lbs.) torque.(20) Lower vehicle and fill transmission with Mo-

par ATF Plus, type 7176 fluid.(21) Check and adjust gearshift and throttle valve

cables if necessary.

TRANSMISSION COOLER LINE AND FITTINGSERVICE

The transmission cooler lines are attached withquick connect fittings. Two types of fitting will beused.

Some early production models will have the type 2fitting used in prior years. This fitting requires a re-lease tool to disconnect the cooler line from the fit-ting (Fig. 19).

Fig. 16 46RH Valve Body

Fig. 17 Accumulator Piston And Springs

Fig. 18 Installing Manual Lever Shaft Seal


Later production models will have a new style fit-ting that does not require any type of release tool.This fitting has a plastic insert with built-in releasetabs (Fig. 20).

Cooler Line And Fitting ServiceThe cooler lines and fittings are NOT serviceable.

Damaged fittings or cooler lines are to be replaced asassemblies.

Fittings swedged into cooler line hoses (Fig. 21) areserviced only as part of the entire cooler line.

DISCONNECTING COOLER LINES WITH NEWSTYLE FITTING

The new style fitting does not require any kind ofrelease tool. The fittings have built-in release tabs.The tabs only require finger pressure to compressthem and release the cooler line (Fig. 22).

Note that the fitting insert remains on the coolerline after release (Fig. 22). It is not necessary toremove the insert from the cooler line unlessthe insert is damaged.

If the fitting insert is damaged, simply spread therelease tabs far enough to release the insert andslide it off the cooler line (Fig. 23).

DISCONNECTING COOLER LINES WITH TYPE2 FITTING

(1) If fitting and cooler line are encrusted withdirt, mud, or grease, clean fitting and cooler line with

Mopar spray type carburetor or brake cleaner. Plasticrelease tool will not fit into retainer clip if fitting isfull of foreign material.

Fig. 19 Disconnecting Cooler Line With ReleaseTool (Type 2 fitting)

Fig. 20 New Style Fitting With Release Tabs OnInsert

Fig. 21 Cooler Line Fitting Placement

Fig. 22 Disconnecting New Style Fitting FromCooler Line

Fig. 23 Removing Fitting Insert From Cooler Line


(2) Slide small plastic release tool into fitting untiltool bottoms against cooler line flange (Fig. 19).

(3) Push and turn release tool to spread retainerclip and pull cooler line out of fitting (Fig. 19).

(4) Cover open ends of cooler lines and fittings toprevent dirt entry.

(5) Inspect condition of fitting. Replace transmis-sion fitting as an assembly if fitting body or retainerclip is damaged. Replace cooler line as assembly, iffitting swedged into cooler line hose, is damaged.

CONNECTING COOLER LINES (ALL TYPES)(1) If transmission or radiator fittings require re-

placement, apply Mopar Lock N’ Seal, or Loctite 242to fitting threads before installation.

(2) Wipe off cooler line and fitting with clean, drycloth.

(3) Insert cooler line into fitting. Then push lineinward until retainer clip secures line. A snap orclick sound will be heard when the retainer clip seatsbehind the cooler line flange.

(4) Pull outward on cooler lines to verify theyare properly secured.

CAUTION: It is extremely important that cooler lineseating be checked as described in step (4). If thelines are not fully secured, normal fluid pressurecould unseat the lines resulting in fluid loss andtransmission damage.

CONVERTER DRAINBACK CHECK VALVE SERVICEThe converter drainback check valve is located in

the cooler outlet (pressure) line near the radiator

lower tank. The valve prevents fluid drainback whenthe vehicle is parked for lengthy periods. The valvecheck ball is spring loaded and has an opening pres-sure of approximately 2 psi.

The valve is serviced as an assembly; it is not re-pairable. Do not clean the valve if restricted, or con-taminated by sludge, or debris. If the valve fails, or ifa transmission malfunction occurs that generatessludge and/or clutch particles and metal shavings,the valve must be replaced.

The valve must be removed whenever the coolerand lines are reverse flushed. The valve can be flowtested when necessary. The procedure is exactly thesame as for flow testing a cooler.

If the valve is restricted, installed backwards, or inthe wrong line, it will cause an overheat conditionand possible transmission failure.

CAUTION: The drainback valve is a one-way valve.As such, it must be properly oriented in terms offlow direction. In addition, the valve must only beinstalled in the pressure line. Otherwise flow will beblocked causing overheat and eventual transmis-sion failure.

TRANSMISSION COOLER FLOW TESTINGThe transmission main and auxiliary coolers, plus

the drainback valve, should be flow tested wheneverfluid overheating is noted.

Restricted flow caused by contamination, or acooler malfunction, reduces lubrication fluid flowthroughout the transmission. This can result in fluid

Fig. 24 Transmission Auxiliary Cooler Mounting


overheating, fluid breakdown, bushing wear, shiftproblems and component failure.

Normal color of transmission fluid varies frombright red, to light pink. Fluid overheating is indi-cated when fluid color ranges from orange-brown toblack, and the fluid smells burned, or containssludge.

CAUTION: If a transmission malfunction contami-nates the fluid with clutch disc and metal particles,the cooler and lines must be reverse flushed thor-oughly. Flushing will prevent sludge and particlesfrom flowing back into the transmission and con-verter after repair.

Cooler flow is tested by measuring the amount offluid pumped through the cooler in a specified timeby the transmission oil pump. The same flow testprocedure is used for the drainback valve, maincooler, and auxiliary cooler.

Cooler And Drainback Valve Flow Test Procedure(1) Test flow through drainback valve as follows:

(a) Add extra quart of ATF Plus to transmission.(b) Disconnect pressure line at radiator fitting, or

at drainback valve and position hose or valve endin one quart test container.

(c) Shift transmission into neutral, run engine atidle speed for 20 seconds, and note flow from valve.Use stopwatch to check test time.

(d) Replace drainback valve if flow is less thanone quart in 20 seconds, is intermittent, or doesnot flow at all.

(e) Connect pressure hose to radiator fitting andproceed to cooler flow test.(2) Test flow through main cooler as follows:

(a) Disconnect cooler return (rear) line at trans-mission and place it in one quart test container.

(b) Add extra quart of fluid to transmission.(c) Shift transmission into neutral, run engine at

idle speed for 20 seconds, and note flow from valve.Use stopwatch to check test time.

(d) Replace cooler if fluid flow is less than onequart in 20 seconds, is intermittent, or does notflow at all.(3) If vehicle is equipped with auxiliary cooler,

test cooler flow as described in step (2).

TRANSMISSION COOLER REVERSE FLUSHINGThe flushing procedure applies to standard and

auxiliary coolers alike. Although pressure equipmentis preferred, reverse flushing can be performed withhand operated equipment as follows.

(1) Identify and disconnect cooler pressure and re-turn lines at transmission. Rear line is return linefrom cooler. Front line is pressure line to cooler.

(2) Position drain pan under cooler pressure line tocatch material flushed through cooler and lines.

(3) Reverse flush cooler using hand operated suc-tion gun filled with mineral spirits. Insert gun nozzle(or hose) into cooler return line. Then force mineralspirits into line and through cooler.

(4) Continue reverse flushing until fluid exitingcooler pressure line is clear and free from debris. Re-place cooler if fluid cannot be pumped throughit.

(5) Clear flushing materials from cooler and lineswith short pulses of compressed air. Insert air gunnozzle into cooler return line and continue short airpulses until all fluid is cleared from cooler and lines.

(6) Pump one quart of fresh automatic transmis-sion fluid through cooler and lines before reconnect-ing lines.

TRANSMISSION COOLER REPLACEMENT

Main Cooler ReplacementThe main transmission cooler is located in the ra-

diator lower tank. The cooler is not a serviceablecomponent. If the cooler is damaged in any way, theradiator will have to be replaced.

Auxiliary Cooler Replacement(1) Remove grille and air conditioning condenser if

equipped.

Fig. 25 Transmission Cooler Line Identification


(2) Remove screws and U-nuts securing cooler toradiator and support (Fig. 24).

(3) Tag cooler hoses for installation reference (Fig.25).

(4) Position drain pan under cooler hoses.(5) Loosen cooler connecting hose clamps and dis-

connect hoses.(6) Remove auxiliary cooler.(7) Connect cooler hoses.(8) Position cooler on radiator and install cooler at-

taching U-nuts and screws.(9) Tighten cooler hose clamps securely.(10) Install grille and and air conditioning con-

denser.(11) Check and adjust transmission fluid level.

(12) If air conditioning condenser lines were dis-connected during service, evacuate and recharge sys-tem.

ALUMINUM THREAD REPAIRDamaged or worn threads in the aluminum trans-

mission case and in the valve body can be repairedwith Heli-Coil or similar quality thread inserts. Es-sentially, repair consists of drilling out the worn ordamaged threads, tapping the hole with a special tapand installing the thread insert into the tapped hole.This procedure returns the hole threads to originalsize. Heli-Coil, or equivalent, tools and inserts arereadily available from most automotive parts suppli-ers. Stainless steel inserts are recommended.


46RH TRANSMISSION/OVERDRIVE REMOVAL—INSTALLATION

INDEX

page page

General Information . . . . . . . . . . . . . . . . . . . . . . . 216Oil Pump Seal Replacement . . . . . . . . . . . . . . . . 217Overdrive Unit Installation . . . . . . . . . . . . . . . . . . 220Overdrive Unit Removal . . . . . . . . . . . . . . . . . . . 220

Torque Converter and Drive Plate Service . . . . . . 217Transmission and Converter Installation . . . . . . . . 217Transmission and Converter Removal . . . . . . . . . 216

GENERAL INFORMATIONThe overdrive unit can be removed for service with-

out having to remove the entire transmission assem-bly. However if the transmission, torque converter,converter driveplate, or oil pump requires service,the complete transmission assembly must be re-moved for access to these components.

If only the overdrive unit must be removed, refer tothe Overdrive Unit Removal/Installation procedures.If the complete transmission assembly must be re-moved, refer to the Transmission Removal/Installa-tion procedures.

TRANSMISSION AND CONVERTER REMOVAL(1) Raise vehicle on hoist.(2) If transmission will be disassembled after re-

moval, remove transmission oil pan, drain fluid andreinstall oil pan.

(3) Remove skid plate, if equipped.(4) Mark front and rear propeller shafts and

U-joints for alignment reference (Fig. 1).(5) Disconnect and remove both propeller shafts.

(6) Disconnect vehicle speed sensor wires.(7) Disconnect vacuum vent hose at transfer case.

(8) Disconnect transfer case shift linkage at rangelever. Then remove linkage bracket bolts and removelinkage and bracket from transfer case. Move linkageaside for clearance.

(9) Remove nuts attaching transfer case to over-drive unit gear case.

(10) Remove transfer case. Support transfer casewith transmission jack. Secure transfer case to jackwith safety chains. Then move transfer case rear-ward and off transmission.

(11) Remove transfer case from transmission jackand place transfer case on bench.

(12) Support transmission with transmission jack.(13) Remove nuts and bolts attaching transmission

mount to crossmember.(14) Remove bolts and nuts attaching crossmember


rails and remove crossmember.(16) Disconnect exhaust pipes at manifold and at

converter and/or muffler connections as needed. Thenremove Y-pipe from vehicle and move remainingpipes aside for working clearance.

(17) Disconnect and remove crankshaft positionsensor. Retain sensor attaching bolts.

CAUTION: The crankshaft position sensor can bedamaged if the transmission is removed (or in-stalled) with the sensor still bolted to the converterhousing. To avoid damage, remove the sensor be-fore transmission removal.

(18) Disconnect transmission shift cable at shift le-ver on transmission.

(19) Disconnect throttle valve cable at transmis-sion and cable mounting bracket.

(20) Remove brackets that attach transmission toengine block, if equipped.

(21) Remove dust shield cover from front side oftransmission converter housing.

(22) Remove starter motor bolts. Pull starter rear-ward until clear of housing and position it out of wayon nearby component. Starter does not have to be re-moved from vehicle nor does cable have to be discon-nected.

Fig. 1 Marking Propeller Shaft And Yoke ForAlignment Reference

21 - 216 46RH TRANSMISSION/OVERDRIVE REMOVAL—INSTALLATION ZJ

(23) Remove bolts attaching torque converter todrive plate.

(24) Disconnect cooler lines at transmission quickdisconnect fittings. Refer to In-Vehicle Service sectionfor procedures.

(25) Disconnect solenoid and park/neutral positionswitch wires at transmission.

(26) Remove transmission fill tube and dipstick.(27) Lower transmission for access to converter

housing upper bolts.(28) Remove bolts attaching transmission con-

verter housing to engine. Note that some bolts maybe accessible only from front (engine) side of housing.

(29) Move transmission rearward until clear of en-gine block dowels.

(30) Secure torque converter in housing with smallC-clamp.

(31) Lower transmission and remove it from undervehicle.

(32) Remove C-clamp and remove converter fromtransmission. Place converter on workbench for in-spection or reassembly. Cover converter hub withclean, lint free cloth.

(33) Oil pump, converter and driveplate can nowbe serviced if necessary. Refer to information in thissection.

OIL PUMP SEAL REPLACEMENTThe pump oil seal can be replaced without remov-

ing the pump and reaction shaft support assemblyfrom the transmission case.

Seal RemovalRemove the seal with Special Tool C-3861 (Fig. 3).

To use the remover tool, First start the tool into theseal by hand. Next, thread the tool into the seal asfar as it will go. Use a wrench on the tool hex to turnthe tool. Continue tightening until all the toolthreads firmly grip the metal part of the seal. Thentighten the tool puller screw to withdraw the sealfrom the pump body.

Seal InstallationUse Installer Tool C-3860-A (Fig. 4). To use the

tool, place the seal in the pump opening with the seallip facing inward. Then tap the seal into place withthe installer tool. Tool Handle C-4171 may be usedwith either installer tool if desired.

TORQUE CONVERTER AND DRIVE PLATE SERVICEAfter the transmission has been removed, the drive

plate and torque converter can be replaced or re-moved for service access.

The torque converter is not a serviceable part. Ifthe converter is contaminated by a transmission mal-function, or damaged in any way, it must be replacedas an assembly. Do not attempt to flush a con-verter contaminated by metal or clutch facing

particles. Flushing will not remove these con-taminants.

Inspect the driveplate. Replace the driveplate if thehub is cracked, or the plate is bent or damaged inany way. Use new bolts to secure the driveplate tothe crankshaft and use Mopar Lock N’ Seal, or Loc-tite 242 on the bolt threads before installation.

TRANSMISSION AND CONVERTER INSTALLATION

CAUTION: The transmission cooler and lines mustbe flushed if repair was to correct a problem thatgenerated sludge, metal particles, or clutch frictionmaterial. The converter and drainback valve shouldalso be replaced when contaminated. The transmis-sion, fluid and converter will all be contaminatedagain if residue/debris is not flushed from thecooler and lines beforehand.




ZJ 46RH TRANSMISSION/OVERDRIVE REMOVAL—INSTALLATION 21 - 217

(2) Check torque converter hub for sharp edgesburrs, scratches, or nicks. Polish hub with crocuscloth or 400 grit paper if necessary. Hub must besmooth to avoid damaging pump seal.

(3) Lubricate converter pilot hub, drive hub andpump seal lip with Mopar ATF Plus or Dexron IItransmission fluid.

(4) Align and install converter in oil pump. Verifythat converter is fully seated. Use straight edge andsteel ruler to check seating (Fig. 5). Surface of con-verter lugs should be 12.7 mm (1/2 in.) to rear ofstraight edge when converter is fully seated.






(10) Move transmission forward until seated on en-gine block dowels. Then install one or two transmis-sion attaching bolts to hold transmission in place(Fig. 6).

Fig. 6 Transmission And Fill Tube Mounting

Fig. 5 Checking Torque Converter Seating


CAUTION: It is essential that correct length bolts beused to attach the converter to the driveplate. Boltsthat are too long will damage the modulated clutchsurfaces in the converter. If new bolts are required,use the bolts specified in this procedure and in theparts catalogue only.

(11) Verify converter bolt length. Bolt measure-ment is from bottom (underside) of bolt head to endof bolt threads.• 9.5 in., 3-lug converter bolts are 11.7 mm (0.46 in.)long• 9.5 in., 4-lug converter bolts are 13.2 mm (0.52 in.)long• 10.0 in., 4-lug converter bolts are 13.2 mm (0.52in.) long• 10.75 in., 4-lug converter bolts are 11.2 mm (0.44in.) long

(12) Install torque converter bolts. Tighten bolts tofollowing torque:• 54 Nzm (40 ft. lbs.) with 9.5 in., 3-lug converter• 74 Nzm (55 ft. lbs.) with 9.5 in., 4-lug converter• 74 Nzm (55 ft. lbs.) with 10.0 in., 4-lug converter• 31 Nzm (270 in. lbs.) with 10.75 in., 4-lug converter

(13) Install and tighten remaining transmission at-taching bolts.

(14) Install dust cover on transmission converterhousing. Two small vise grip pliers van be used tohold and align cover during installation.

(15) Install starter motor.(16) Install strut brackets that secure transmission

to engine block and front axle.(17) Install and connect crankshaft position sensor.

Be sure sensor grommet is securely in place.(18) Install transmission fill tube. Install new

O-ring seal on tube before installation (Fig. 6).(19) Secure wire harnesses in clips on transmission

and transfer case.(20) Connect exhaust Y-pipe to engine exhaust

manifolds.(21) Install shift and throttle valve cables in brack-

ets.(22) Connect shift and throttle cables to transmis-

sion levers.(23) Connect solenoid and park/neutral position

switch wires.(24) Install crossmember on frame rails. Place

crossmember at 45° angle to rails. Insert crossmem-ber between rails and rotate crossmember into place.

(25) Install bolts/nuts attaching transmission torear mount (Fig. 7).

(26) Install bolts/nuts attaching crossmember toframe rails.

(27) Remove transmission jack.(28) Install transfer case (Fig. 8). Align and posi-

tion transfer case with transmission jack or with aidof helper. Tilt case upward and work into position ontransmission mounting studs.

(29) Install and tighten transfer case attachingnuts to 47 Nzm (35 ft. lbs.) torque.

(30) Install damper on transfer case rear retainerif equipped. Tighten damper nuts to 54 Nzm (40 ft.lbs.) torque.

(31) Install and connect transfer case shift linkage.(32) Connect transmission cooler lines to quick dis-

connect fittings. Refer to In-Vehicle Service sectionfor procedures.

Fig. 7 Transmission Rear Mount Components

Fig. 8 Transfer Case Mounting


CAUTION: Be sure the cooler lines are fully securedby the fitting retainers. Otherwise, normal fluidpressure will force the cooler line out of the fittingcausing fluid loss and transmission damage.

(33) Connect vehicle speed sensor wires. If vehicleis also equipped with speedometer cable, connect ca-ble to sensor.

(34) Align and install remaining exhaust compo-nents. Tighten all clamp and bracket bolts and nutssecurely. Be sure exhaust components are clear of allchassis and driveline components.

(35) Align and install propeller shaft(s). Tighten U-joint clamp bolts to 19 Nzm (170 in. lbs.) torque.

(36) Verify that all linkage components, hoses andelectrical wires have been connected.

(37) Check transfer case fluid level. Add MoparDexron II, or ATF Plus if necessary. Correct level isto edge of fill plug hole. Be sure transfer case is levelbefore checking or adding fluid.

(38) Install transfer case skid plate, if equipped.(39) Lower vehicle.(40) Refill transmission with Mopar ATF Plus, type

7176 fluid.(41) Check and adjust transmission and transfer

case shift linkage if necessary.(42) Check and adjust transmission throttle valve

cable if necessary.

OVERDRIVE UNIT REMOVAL(1) Disconnect battery negative cable.(2) Raise vehicle on hoist.(3) Remove transfer case skid plate, if equipped.(4) Mark front and rear propeller shafts and

U-joints for alignment reference (Fig. 9).(5) Disconnect and remove both propeller shafts.(6) Disconnect vehicle speed sensor wires.(7) Disconnect vacuum switch hoses at transfer

case, if equipped.(8) Disconnect transfer case shift linkage at trans-

fer case range lever. Then remove linkage bracketbolts and remove linkage and bracket from transfercase. Move linkage aside for clearance.

(9) Remove nuts attaching transfer case to over-drive unit.

(10) Remove transfer case. Support transfer casewith transmission jack (secure transfer case to jackwith safety chains). Then move transfer case rear-ward and off overdrive case.

(11) Remove transfer case from jack and position iton bench.

(12) Support transmission with adjustable jackstand. Position wood block between jack and trans-mission case.

(13) Remove nuts and bolts attaching transmissionmount to center crossmember.

(14) Remove nuts and bolts attaching crossmemberto frame rails.

(15) Rotate crossmember diagonally to clear framerails and remove crossmember.

(16) Support overdrive unit with transmission jack.(17) Remove bolts attaching overdrive unit to

transmission (Fig. 9).

CAUTION: The overdrive unit must be fully sup-ported during removal. This is necessary to preventdamaging the intermediate shaft. Do not allow theshaft to support the entire weight of the overdriveunit.


(a) If overdrive unit does not require service, im-mediately insert Alignment Tool 6227-2 insplines of planetary gear and overrunningclutch (Fig. 10). If misalignment occurs, over-drive unit will have to be disassembled in or-der to realign splines.





OVERDRIVE UNIT INSTALLATION(1) Be sure Alignment Tool 6227-2 is still fully

seated in splines of overdrive planetary gear and



overrunning clutch. If misalignment occurs, overdrivewill have to be disassembled in order to realignsplines.

(2) If original case gasket is in good condition, pro-ceed to step (6). If overdrive piston retainer was notremoved during service and original case gasket isnot reusable, prepare new gasket as described insteps (3) through (5).



(5) Position new gasket over piston retainer and ontransmission case. Use petroleum jelly to hold gasketin place if necessary. Do not use any type ofsealer to secure gasket. Use petroleum jellyonly.






(10) Verify that splines in overdrive planetary gearand overrunning clutch hub are aligned with Tool6227-2. Overdrive unit cannot be fully installedif splines have rotated out of alignment. If mis-aligned has occurred, overdrive will have to bedisassembled in order to realign splines.


straight onto intermediate shaft. Avoid tiltingoverdrive unit during installation as plane-tary gear and overrunning clutch splinescould rotate out of alignment. If misalignment


Fig. 11 Trimming Replacement Overdrive CaseGasket

Fig. 12 Intermediate Shaft Selective Spacer Location



occurs, overdrive will have to be disassem-bled in order to realign splines.

(b) Align and insert park rod into park pawl re-action plug.

(c) Align governor tubes in boss on overdrive pis-ton retainer.

(d) Work overdrive unit forward on intermediateshaft until seated against transmission case. If unitwill not seat fully, turn output shaft slightly withsocket to align intermediate shaft and overdrivesplines.(12) Apply Mopar Lock N’ Seal or Loctite 242 to


bolts to 34 Nzm (25 ft. lbs.).(14) Install transfer case. Tighten attaching nuts

to 41 Nzm (30 ft. lbs.) torque.

(15) Connect transmission and transfer case shiftlinkage.

(16) Install crossmember and rear mount.(17) Connect all necessary electrical wires.(18) Align and connect propeller shafts. Tighten U-

joint clamp bolts to 19 Nzm (170 in. lbs.) torque.(19) Check and adjust fluid level in transfer case.

Use Mopar ATF Plus, or Dexron II to top off fluidlevel if necessary.

(20) Install skid plate, if equipped.(21) Check and adjust transmission and transfer

case shift linkage if necessary.(22) Lower vehicle.(23) Check and adjust transmission fluid level. Use

Mopar ATF Plus, type 7176 fluid.


46RH TRANSMISSION OVERHAUL

INDEX

page page

Accumulator Overhaul . . . . . . . . . . . . . . . . . . . . . 234Front Clutch Overhaul . . . . . . . . . . . . . . . . . . . . . 238Front Servo and Band Overhaul . . . . . . . . . . . . . 234Low-Reverse Drum and Rear Band Service . . . . . 231Oil Pump and Reaction Shaft Support Overhaul . . 235Overdrive Piston and Retainer Service . . . . . . . . . 231Overhaul Service Information . . . . . . . . . . . . . . . . 230Overrunning Clutch Overhaul . . . . . . . . . . . . . . . . 231

Planetary Geartrain Overhaul . . . . . . . . . . . . . . . 242Rear Clutch Overhaul . . . . . . . . . . . . . . . . . . . . . 240Rear Servo Overhaul . . . . . . . . . . . . . . . . . . . . . 234Transmission Assembly . . . . . . . . . . . . . . . . . . . . 260Transmission Case Cleaning and Inspection . . . . 230Transmission Disassembly . . . . . . . . . . . . . . . . . 223Valve Body Cleaning and Inspection . . . . . . . . . . 254Valve Body Service and Adjustment . . . . . . . . . . . 247

TRANSMISSION DISASSEMBLY(1) Remove torque converter, if not previously re-

moved.(2) Clean transmission exterior with steam gun or

solvent. Wear safety goggles while cleaning transmis-sion.

(3) Remove shift and throttle levers from shaft ofvalve body manual lever.

(4) Remove bolts attaching overdrive unit to trans-mission case (Fig. 1). Note bolt locations as somebolts are different lengths.

(5) Loosen overdrive unit. Use pry tool to startoverdrive unit off intermediate shaft and transmis-sion case. Position pry tool between flange on over-drive case and transmission rear servo boss (Fig. 2).

(6) Work overdrive unit rearward and off transmis-sion intermediate shaft (Fig. 3).

(a) If overdrive unit does not require service, in-sert Alignment Tool 6227-2 in overdrive unit over-running clutch and planetary gear to maintainspline alignment (Fig. 4). If clutch and gearsplines rotate out of alignment, overdriveunit will have to be disassembled in order torealign splines.

(b) If overdrive unit does requires service, referto Overdrive unit Overhaul section.

(7) Remove thrust plate from overdrive piston (Fig.5).

(8) Remove overdrive piston from retainer (Fig. 6).(9) Remove overdrive piston thrust bearing (Fig.

7).(10) Mount transmission unit on Repair Stand

Fig. 1 Overdrive Attaching Bolt Removal

Fig. 2 Loosening Overdrive

Fig. 3 Overdrive Removal

ZJ 46RH TRANSMISSION OVERHAUL 21 - 223

C-3750-B, or support transmission with wood blocks.(11) Remove pump oil seal with Special Tool

C-3861 (Fig. 8). Be sure to tighten tool threads com-pletely into seal before using puller bolt to withdrawseal.

(12) Remove oil pan bolts and remove pan (Fig. 9)and gasket (Fig. 10). Oil pan magnet can be removedor left in pan as needed (Fig. 11). Exercise care whenremoving pan to avoid distorting or bending panflange.

(13) Remove park/neutral position switch (Fig. 12).If switch gasket is in good condition, retain gasketand keep it with switch.

(14) Remove fluid filter attaching screws and re-move filter (Fig. 13). Keep filter screws separate.They are longer than valve body screws.

(15) Remove hex head valve body attaching bolts(Fig. 14). A total of 10 hex head bolts are used to se-cure valve body to case. Note bolt locations as boltsare different lengths.

(16) Lift valve body upward. Push solenoid connec-tor and manual lever shaft out of case. Then raise


Fig. 5 Overdrive Piston Thrust Plate Removal


Fig. 7 Overdrive Piston Thrust Bearing Removal


21 - 224 46RH TRANSMISSION OVERHAUL ZJ

valve body, guide park rod out of case and removevalve body (Fig. 15). Do not use boost valve tubeto lift valve body. Set valve body aside for disas-sembly, cleaning and inspection.

(17) Remove accumulator outer spring, piston, andinner spring (Fig. 16). Note position of piston andsprings for assembly reference. Remove and discardpiston seals if worn or cut.

(18) Remove front band lever pin access plug (Fig.17). Use square end of 1/4 in. drive extension to re-move plug as shown.

(19) Remove oil pump and reaction shaft supportassembly as follows:

(a) Tighten front band adjusting screw untilband is tight around front clutch retainer (Fig. 18).This will prevent retainer from coming out withpump and possibly damaging clutch or pump com-ponents.

(b) Remove oil pump bolts.

Fig. 9 Oil Pan Removal/Installation

Fig. 10 Pan Gasket Removal/Installation

Fig. 11 Oil Pan Magnet Location

Fig. 12 Park/Neutral Position Switch Removal

Fig. 13 Fluid Filter Removal/Installation

Fig. 14 Valve Body Bolt Locations


(c) Thread Slide Hammer Tools C-3752 intothreaded holes in flange of oil pump housing (Fig. 19).

(d) Remove oil pump and reaction shaft supportby bumping slide hammers outward alternately topull pump from case (Fig. 20).

Fig. 15 Valve Body Removal

Fig. 16 Accumulator Component Removal

Fig. 17 Front Band Lever Pin Access Plug Removal/Installation

Fig. 18 Tightening Front Band To Hold Front ClutchIn Place

Fig. 19 Positioning Oil Pump Remover Tools

Fig. 20 Oil Pump Removal


(20) Remove oil pump gasket (Fig. 21). Note gasketposition in case for assembly reference.

(21) Loosen front band adjusting screw until bandis completely loose.

(22) Remove front band strut and anchor (Fig. 22).(23) Squeeze front band together slightly and slide

band over front clutch retainer and out of case (Fig.23).

(24) Remove front and rear clutch assemblies as aunit (Fig. 24). Set assemblies aside for disassemblyand inspection after removal.

(25) Remove front band reaction pin and lever.Start pin through lever and out of case bore withdrift or punch. Then use pencil magnet to withdrawpin completely (Fig. 25).

(26) Remove intermediate shaft thrust washer. Tri-angular shaped washer will either be on shaft pilothub or in rear clutch retainer (Fig. 26).

(27) Remove thrust plate from intermediate shafthub (Fig. 27).

(28) Remove intermediate shaft-planetarygeartrain assembly (Fig. 28). Set assembly aside fordisassembly and inspection later in procedure.

(29) Loosen rear band locknut and loosen adjustingscrew 3-4 turns.

(30) Remove snap ring that retains low-reversedrum and thrust washer on overdrive piston retainerhub (Fig. 29).

(31) Slide low-reverse drum and thrust washer offpiston retainer hub and out of rear band (Fig. 30).

Fig. 21 Oil Pump Gasket Removal

Fig. 22 Front Band Linkage

Fig. 23 Front Band Removal

Fig. 24 Front/Rear Clutch Assembly Removal


Fig. 25 Front Band Lever And Pin Removal

Fig. 26 Intermediate Shaft Thrust Washer Removal

Fig. 27 Intermediate Shaft Thrust Plate Removal

Fig. 28 Intermediate Shaft And Planetary GeartrainAssembly Removal/Installation

Fig. 29 Low-Reverse Drum Snap Ring Removal

Fig. 30 Low-Reverse Drum And Thrust Washer


(32) Note that overrunning clutch race will remainon splines of low-reverse drum after removal (Fig.31). The race is a permanent press fit on thehub splines. Do not attempt to remove the race.

(33) Remove overrunning clutch assembly (Fig.

32). Assembly can be removed without displacingrollers and springs if care is exercised. Note positionof rollers and springs for assembly reference.

(34) Remove rear band adjusting lever, reaction le-ver and pin (Fig. 33).

(35) Remove strut from rear band. Keep strut withlevers and pin for cleaning, inspection and assemblyreference.

(36) Remove rear band and link (Fig. 34).

(37) Compress front servo rod guide with large C-clamp and Tool C-4470, or Compressor Tool C-3422-B(Fig. 35). Compress guide only enough to permit snapring removal (about 1/8 in.).

(38) Remove servo piston snap ring (Fig. 35). Un-seat one end of ring. Then carefully work removaltool around back of ring until free of ring groove. Ex-ercise caution when removing snap ring. Servobore can be scratched or nicked if care is notexercised.

(39) Remove tools and remove servo piston andspring.

(40) Compress rear servo piston with C-clamp andTool C-4470, or Valve Spring Compressor C-3422-B(Fig. 36). Compress servo spring retainer onlyenough to permit snap ring removal.

Fig. 31 Overrunning Clutch Race Position OnLow-Reverse Drum

Fig. 32 Removing Overrunning Clutch Assembly

Fig. 33 Removing Rear Band Levers And Pins

Fig. 34 Removing Rear Band And Link


(41) Remove servo piston snap ring (Fig. 36). Startone end of ring out of bore. Then carefully work re-moval tool around back of snap ring until free of ringgroove. Exercise caution when removing snapring. Servo bore can be scratched or nicked ifcare is not exercised.

(42) Remove tools and remove rear servo retainer,spring and piston assembly.

(43) Remove overdrive piston retainer bolts and re-move retainer from case (Fig. 37).

(44) Remove gasket from rear of case after remov-ing piston retainer.

OVERHAUL SERVICE INFORMATIONInspect all the transmission bushings during over-

haul. Bushing condition is important as worn, scoredbushings contribute to low pressures, clutch slip andaccelerated wear of other components. Replace worn,or scored bushings, or if doubt exists about bushingcondition.

Use recommended tools to replace bushings. Thetools are sized and designed to remove, install andseat bushings correctly. The bushing replacementtools are included in Bushing Tool Sets C-3887-B, orC-3887-J.

Pre-sized service bushings are available for replace-ment purposes. Only the sun gear bushings are notserviced. Replace the sun gear and bushings as anassembly if damaged.

Heli-Coil inserts are recommended for repairingdamaged, stripped or worn threads in aluminumparts. These inserts are available from most automo-tive jobbers. Stainless steel inserts are preferred.

The use of crocus cloth is permissible where neces-sary, providing it is used carefully. When used onvalves, use extreme care to avoid rounding off sharpedges. Sharp edges are vital as they prevent foreignmatter from getting between the valve and valvebore.

Do not reuse oil seals, gaskets, seal rings, orO-rings during overhaul. Replace these parts as amatter of course. Also do not reuse snap rings or E-clips that are bent or distorted. Replace these partsas well.

Lubricate transmission parts with Mopar ATFPlus, Type 7176 transmission fluid during assembly.Use Mopar Door Ease, or Ru-Glyde to lubricate pis-ton seals and O-rings. Use petroleum jelly on thrustwashers and to hold parts in place during reassem-bly.

TRANSMISSION CASE CLEANING ANDINSPECTION

Clean the case in a solvent tank. Flush the casebores and fluid passages thoroughly with solvent.Dry the case and all fluid passages with compressedair. Be sure all solvent is removed from the case andthat all fluid passages are clear.

Do not use shop towels or rags to dry the case(or any other transmission component) unlessthey are made from lint-free materials. Lintwill stick to case surfaces and transmissioncomponents and will circulate throughout thetransmission after assembly. A sufficient quan-tity of lint can block fluid passages and inter-fere with valve body operation.

Inspect the case for cracks, porous spots, wornservo bores, or damaged threads. Damaged threadscan be repaired with Helicoil thread inserts. How-ever, the case will have to be replaced if it exhibitsdamage or wear.

Lubricate the front band adjusting screw and lock-nut with petroleum jelly and thread it part way intothe case. Be sure the screw turns freely and does notbind. Install the locknut on the screw after checkingscrew thread operation.

Fig. 35 Removing Front Servo Retaining Snap Ring

Fig. 36 Removing Rear Servo Retaining Snap Ring


LOW-REVERSE DRUM AND REAR BAND SERVICEClean the drum in solvent but just wipe the drum

thrust washer and rear band clean with lint freeshop towels.

Examine the double tabbed thrust washer for wear(Fig. 30). If the washer is worn, or damaged, checkthe spotface area of the drum for wear also.

Examine the band and friction material closely. Re-place the band if bent, or distorted. Also replace theband if the friction material is burnt, cracked, orflaking away from the band. If the grooves in theband are no longer visible, the band lining is severelyworn and should be replaced.

Check the band lever, adjusting screw, locknut,pivot pin, link and strut (Fig. 38). Replace any com-ponent exhibiting wear, or damage.

Remove and replace the O-rings on the band pivotpin (Fig. 38). Lubricate the new O-rings with trans-mission fluid after they are installed on the pin.

OVERDRIVE PISTON AND RETAINER SERVICERemove and discard the piston seals. Use a pencil

or length of thin plastic to remove the old seals. Donot use metal tools as they will scratch, or score theseal grooves.

Clean the piston and retainer in solvent but do notuse any type of caustic materials for cleaning. Suchmaterials may etch the piston surfaces causing dam-age.

Inspect the piston and retainer carefully. Replaceeither part if cracked, porous or damaged in any way.Check condition of the locating lugs on the piston. Besure the lugs are in good condition and are not worn,chipped or broken.

Inspect the check ball in the piston (Fig. 39). Besure the ball is secure and is not partially dislodged,or loose. Replace the piston if doubt exists about pis-ton or check ball condition.

Check the governor feed tube boss in the retainer.Be sure the boss is in good condition and is not dam-aged in any way.

Carefully work new piston seals into place by hand.Apply a liberal coating of Mopar Door Ease, or Ru-Glyde to the seals to ease installation. Then coverthe piston with paper or clean plastic sheeting tokeep it dust free for assembly installation.

OVERRUNNING CLUTCH OVERHAULInspect condition of the clutch cam, cage-type re-

tainer, rollers, springs and clutch race.Replace the clutch cam if worn or damaged. Also

check fit of the cam in the transmission case. If thecam is loose, the case may be worn, or cracked.

The clutch race is permanently pressed onto thelow-reverse drum hub. If either the drum or race areworn or damaged, replace the drum and race as anassembly. Check fit of the race on the low-reversedrum hub splines. Replace the drum and race as anassembly if the race is loose on the hub splines.

Examine the overrunning clutch assembly care-fully. Replace assembly if the rollers, springs, orcage-type retainer are worn, or damaged.

If the clutch cam requires replacement, install anew cam as described in the following procedure.

Fig. 37 Removing Overdrive Piston Retainer Fig. 38 Rear Band And Linkage


OVERRUNNING CLUTCH CAM REPLACEMENT(1) Tap old cam out of case with pin punch. Insert

punch through bolt holes at rear of case (Fig. 40). Al-ternate position of punch to avoid cocking cam duringremoval.

(2) Clean clutch cam bore and case. Be sure to re-move all chips/shavings generated during cam re-moval.

(3) Temporarily install overdrive piston retainer incase. Use 3-4 bolts to secure retainer.

(4) Align and start new clutch cam and spring re-tainer in case. Be sure serrations on cam and in caseare aligned (Fig. 41). Then tap cam into case justenough to hold it in place.

(5) Verify that cam is correctly positioned be-fore proceeding any further. Narrow ends of

cam ramps should be to left when cam isviewed from front end of case (Fig. 41).

(6) Insert Adapter Tool SP-5124 into piston re-tainer (Fig. 42).

(7) Assemble Puller Bolt SP-3701 and Press PlateSP-3583-A (Fig. 43).

(8) Install assembled puller plate and bolt (Fig.44). Insert bolt through cam, case and adapter tool.Be sure plate is seated squarely on cam.

(9) Hold puller plate and bolt in place and installpuller nut SP 3701 on puller bolt (Fig. 45).

(10) Tighten puller nut to press clutch cam intocase (Fig. 45). Be sure cam is pressed into caseevenly and does not become cocked.

(11) Remove clutch cam installer tools.(12) Stake case in 12 places around clutch

cam to help secure cam in case. Use bluntpunch or chisel to stake case.

Fig. 39 Overdrive Piston

Fig. 40 Overrunning Clutch Cam Removal

Fig. 41 Positioning Replacement Clutch Cam InCase

Fig. 42 Positioning Adapter Tool In Overdrive PistonRetainer


(13) Remove piston retainer from case. Recover re-tainer with plastic sheeting, or paper to keep it dustfree.

(14) Clean case and cam thoroughly. Be sure anychips/shavings generated during cam installation areremoved from case.

OVERRUNNING CLUTCH INSTALLATION(1) Lubricate overdrive piston retainer hub, clutch

race, clutch cam, and overrunning clutch rollers withtransmission fluid.

(2) If any overrunning clutch rollers or springscame out of retainer, reinstall them as follows: Installand seat spring in retainer first. Then insert roller

between spring and retainer stop as shown (Fig. 46).Verify that each roller and spring are fully seated be-fore proceeding.

(3) Install and seat clutch assembly in cam (Fig.47). The roller retainer is a one-way fit in thecam. The flanged side of the retainer should be

Fig. 43 Assembling Clutch Cam Puller Bolt AndPress Plate

Fig. 44 Positioning Puller Plate On Clutch Cam

Fig. 45 Pressing New Overrunning Clutch Cam IntoCase

Fig. 46 Overrunning Clutch Roller And SpringPosition In Retainer


facing outward. The retainer and rollers willslip easily into the cam when properly posi-tioned.

(4) Check overrunning clutch operation. Low-re-verse drum should rotate freely in clockwise directionand lock in counterclockwise direction.

ACCUMULATOR OVERHAULInspect the accumulator piston and seal rings (Fig.

48). Replace the seal rings if worn or cut. Replace thepiston if chipped or cracked.

Check condition of the accumulator inner and outersprings (Fig. 48). Replace the springs if the coils arecracked, distorted or collapsed.

FRONT SERVO AND BAND OVERHAULClean the servo piston components with solvent

and dry them with compressed air. Wipe the bandclean with lint free shop towels.

Replace the front band if distorted, lining isburned, flaking off, or worn to the point where thegrooves in the lining material are no longer visible.

Inspect the servo components. Replace the springsif collapsed, distorted or broken. Replace the guide,rod and piston if cracked, bent, or worn. Discard theservo 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 toreplace the case.

Replace any servo component if doubt exists aboutcondition. Do not reuse suspect parts.

FRONT SERVO PISTON OVERHAUL (FIG. 49)(1) Remove seal ring from rod guide.(2) Remove small snap ring from servo piston rod.

Then remove piston rod, spring and washer from pis-ton.

(3) Remove and discard servo component O-ringand seal rings.

(4) Lubricate new O-ring and seal rings with petro-leum jelly and install them on piston, guide and rod.

(5) Install rod in piston. Install spring and washeron rod. Compress spring and install snap ring.

(6) Set servo components aside for installation dur-ing transmission reassembly.

REAR SERVO OVERHAULRemove and discard the servo piston seal ring.

Then clean the servo components with solvent anddry with compressed air. Replace either spring if col-lapsed, distorted or broken. Replace the plug and pis-ton if cracked, bent, or worn. Discard the servo snaprings and use a new ones at assembly.

REAR SERVO PISTON OVERHAUL (FIG. 50)(1) Remove small snap ring and remove plug and

spring from servo piston.(2) Remove and discard servo piston seal ring.(3) Lubricate piston and guide seals with petro-

leum jelly. Lubricate other servo parts with MoparATF Plus transmission fluid.

(4) Install new seal ring on servo piston.(5) Assemble piston, plug, spring and new snap

ring.(6) Lubricate piston seal lip with petroleum jelly.(7) Set servo components aside for assembly instal-

lation.

Fig. 47 Overrunning Clutch Seated In Cam

Fig. 48 Accumulator Components

Fg. 49 Front Servo Components


OIL PUMP AND REACTION SHAFT SUPPORTOVERHAUL

PUMP AND SUPPORT DISASSEMBLY(1) Mark position of support in oil pump body for

assembly alignment reference. Use scriber or paint tomake alignment marks.

(2) Place pump body on two wood blocks.(3) Remove reaction shaft support bolts and sepa-

rate support from pump body (Fig. 51).

(4) Remove pump inner and outer gears (Fig. 52).(5) Remove O-ring seal from pump body (Fig. 53).

Discard seal after removal.(6) Remove oil pump seal with Remover Tool

C-3981. Discard seal after removal.

INSPECTING PUMP AND SUPPORTClean pump and support components with solvent

and dry them with compressed air.Check condition of the seal rings and thrust

washer on the reaction shaft support. The seal ringsdo not need to be replaced unless cracked, severelyworn, or no longer hooked together.

Inspect the pump and support components. Replacethe pump or support if the seal ring grooves or ma-chined surfaces are worn, scored, pitted, or damaged.Replace the pump gears if pitted, worn chipped, ordamaged.

Check the pump vent (Fig. 54). The vent must besecure. Replace the pump body if the vent is cracked,broken, or loose.

Inspect the pump bushing (Fig. 54). Then check thereaction shaft support bushing. Replace either bush-ing only if heavily worn, scored or damaged. It is notnecessary to replace the bushings unless they are ac-tually damaged.

Install the gears in the pump body and measureend clearance with a feeler gauge and straightedge(Fig. 55). Straightedge should be resting on pumpbody as shown:• End clearance between outer gear and straight-edge should be 0.010 to 0.063 mm (0.0004 to 0.0025in.).• End clearance between inner gear and straight-edge should be 0.025 to 0.177 mm (0.001 to 0.007in.).


Fig. 51 Reaction Shaft Support Removal

Fig. 52 Pump Gear Removal


Fig. 53 Oil Pump And Reaction Shaft Components

Fig. 54 Pump Vent And Bushing Location


Measure tip clearances with feeler gauge (Fig. 56):• Clearance between inner gear tooth and outer gearshould be 0.08 to 0.19 mm (0.0035 to 0.0075 in.).• Clearance between outer gear and pump housingshould also be 0.010 to 0.19 mm (0.0035 to 0.0075in.).

OIL PUMP BUSHING REPLACEMENT (FIG. 57)(1) Position pump housing on clean, smooth sur-

face with gear cavity facing down.

(2) Remove bushing with Tool Handle C-4171 andBushing Remover SP-3550.

(3) Assemble Tool Handle C-4171 and Bushing In-staller SP-5118.

(4) Place bushing on installer tool and start bush-ing into shaft.

(5) Tap bushing into place until Installer Tool SP-5118 bottoms in pump cavity. Keep tool and bushingsquare with bore. Do not allow bushing to becomecocked during installation.

(6) Stake pump bushing in two places with bluntpunch. Remove burrs from stake points with knifeblade (Fig. 58).

Fig. 55 Checking Pump Gear End Clearance

Fig. 56 Checking Pump Gear Tip Clearance

Fig. 57 Replacing Oil Pump Bushing

Fig. 58 Staking-Deburring Oil Pump Bushing


REPLACING REACTION SHAFT SUPPORTBUSHING (FIG. 59)

(1) Assemble Cup Tool SP-3633, Nut SP-1191 andBushing Remover SP-5301.

(2) Hold cup tool firmly against reaction shaft.Thread remover tool into bushing as far as possibleby hand.

(3) Using wrench, thread remover tool an addi-tional 3-4 turns into bushing to firmly engage tool.

(4) Tighten tool hex nut against cup tool to pullbushing from shaft. Clean all chips from shaft andsupport after bushing removal.

(5) Place reaction shaft support upright on a clean,smooth surface.

(6) Assemble Bushing Installer Tools C-4171 andSP-5302. Then slide new bushing onto installer tool.

(7) Start bushing in shaft. Tap bushing into shaftuntil installer tool bottoms against support flange.

(8) Clean reaction shaft support thoroughly afterbushing replacement (to remove any chips).

ASSEMBLING OIL PUMP AND REACTIONSHAFT SUPPORT

(1) Lubricate pump gears with transmission fluidand install them in pump body.

(2) Install thrust washer on reaction shaft supporthub. Lubricate washer with petroleum jelly or trans-mission fluid before installation.

(3) If reaction shaft seal rings are being replaced,install new seal rings on support hub. Lubricate sealrings with transmission fluid or petroleum jelly afterinstallation. Squeeze each ring until ring ends are se-curely hooked together.

CAUTION: The reaction shaft support seal rings willbreak if overspread, or twisted. If new rings are be-ing installed, spread them only enough for installa-tion. Also be very sure the ring ends are securelyhooked together after installation. Otherwise, therings will either prevent pump installation, or breakduring installation.

(4) Align and install reaction shaft support onpump body.

(5) Install bolts attaching reaction shaft support topump. Tighten bolts to 20 Nzm (175 in. lbs.) torque.

(6) Install new pump seal with Installer ToolC-3860-A (Fig. 60). Use hammer or mallet to tap sealinto place.

(7) Install new O-ring on pump body. Lubricate oilseal and O-ring with petroleum jelly.

(8) Cover pump assembly to prevent dust entryand set aside for assembly installation.

FRONT CLUTCH OVERHAUL

FRONT CLUTCH DISASSEMBLY(1) Remove waved snap ring and remove reaction

plate, clutch plates and clutch discs (Fig. 61). Notenumber of plates and discs in clutch pack forassembly reference. Some models use 3 discs,while some may have 4 discs.

(2) Compress clutch piston retainer and pistonsprings with Compressor Tool C-3863-A (Fig. 62).

(3) Remove retainer snap ring and remove com-pressor tool.

(4) Remove clutch piston springs. Note positionof piston springs for assembly reference.

(5) Remove clutch piston from retainer with atwisting motion.

(6) Remove and discard clutch piston inner andouter seals.

Fig. 59 Reaction Shaft Bushing Replacement



FRONT CLUTCH INSPECTIONClean and inspect the front clutch components. Re-

place the clutch discs if warped, worn, scored, burnedor charred, the lugs are damaged, or if the facing isflaking off. Replace the steel plates and reactionplate if heavily scored, warped, or broken. Be surethe driving lugs on the discs and plate are also ingood condition. The lugs must not be bent, cracked ordamaged in any way.

Replace the piston springs and spring retainer if ei-ther are distorted, warped or broken.

Check the lug grooves in the clutch piston retainer.The steel plates should slide freely in the slots. Re-place the piston retainer if the grooves are worn ordamaged. Also check action of the check ball in thepiston retainer. The ball must move freely and notstick.

Replace the retainer bushing if worn, scored, orthere is any doubt about bushing condition.


Check the clutch piston check ball. The ball shouldbe securely in place. Replace the piston if the ball ismissing, or seized in place.

FRONT CLUTCH RETAINER BUSHINGREPLACEMENT (FIG. 63)

(1) Assemble Tool Handle C-4171 and Bushing Re-mover SP-3629.

(2) Insert remover tool in bushing and drive bush-ing straight out of clutch retainer.

(3) Mount Bushing Installer SP-5511 on tool han-dle.

(4) Slide new bushing onto installer tool and startbushing into retainer.

(5) Tap new bushing into place until installer toolbottoms against clutch retainer.

(6) Remove installer tools and clean retainer thor-oughly.

Fig. 61 Front Clutch Components

Fig. 62 Front Clutch Spring Retainer Snap RingRemoval


FRONT CLUTCH ASSEMBLY(1) Soak clutch discs in transmission fluid.(2) Install new inner and outer seals on clutch pis-

ton. Be sure seal lips face interior of retainer.(3) Lubricate new inner and outer piston seals

with Ru-Glyde, or Mopar Door Ease.(4) Install clutch piston in retainer. Use twisting

motion to seat piston in bottom of retainer. A thinstrip of plastic (about 0.015 - 0.020 in. thick), can beused to guide seals into place if necessary.

CAUTION: Never push the clutch piston straight in.This will fold the seals over causing leakage andclutch slip. In addition, never use any type of metaltool to help ease the piston seals into place. Metaltools will cut, shave, or score the seals.

(5) Install and position clutch piston springs (Fig.64). 46RH has 9 spring front clutch.

(6) Install spring retainer on top of piston springs.(7) Compress spring retainer and piston springs

with Tool C-3863-A.(8) Install spring retainer snap ring and remove

compressor tool.(9) Install clutch plates and discs (Fig. 61). Three

clutch discs, three steel plates and one reaction plateare required.

(10) Install reaction plate followed by waved snapring.

(11) Check clutch pack clearance with feeler gauge(Fig. 65). Clearance between waved spring and pres-sure plate should 1.78 - 3.28 mm (0.070 - 0.129 in.).If clearance is incorrect, clutch plates, clutch discs,

snap ring and pressure plate will have to be changed.Clutch pack waved snap ring is not select fit.

REAR CLUTCH OVERHAUL

REAR CLUTCH DISASSEMBLY (FIG. 66)(1) Remove clutch pack select fit snap ring.(2) Remove reaction plate and remove clutch plates

and discs.(3) Remove pressure plate, wave spring, spacer

ring and piston spring from clutch retainer.(4) Remove clutch piston from piston retainer with

a twisting motion.(5) Remove input shaft thrust washer, if washer

remained in piston retainer hub during removal.

Fig. 63 Front Clutch Retainer Bushing ReplacementTools

Fig. 64 Front Clutch Spring Position

Fig. 65 Typical Method Of Measuring Front ClutchPack Clearance


(6) Remove seals from clutch piston. Discard sealsafter removal.

REAR CLUTCH INSPECTIONClean the clutch components with solvent and dry

them with compressed air.Check condition of the input shaft seal rings. It is

not necessary to remove or replace rings unless theyare broken, cracked, or no longer securely hooked to-gether.

Inspect the input shaft splines and machined sur-faces. Very minor nicks or scratches can be smoothedoff with crocus cloth. replace the shaft if the splinesare damaged, or any of the machined surfaces are se-verely scored.

Replace the clutch discs if warped, worn, scored,burned/charred, the lugs are damaged, or if the fac-ing is flaking off.

Replace the steel plates and the pressure plate ifheavily scored, warped, or broken. Be sure the driv-ing lugs on the discs and plates are also in good con-dition. The lugs must not be bent, cracked ordamaged in any way.

Replace the piston spring and wave spring if eitherpart is distorted, warped or broken.

Check the lug grooves in the clutch retainer. Thesteel plates should slide freely in the slots. Replacethe retainer if the grooves are worn or damaged. Alsocheck action of the retainer check ball. The ball mustmove freely and not stick.

Inspect the piston and retainer seal surfaces fornicks or scratches. Minor scratches can be removedwith crocus cloth. However, replace the piston and/orretainer if the seal surfaces are seriously damaged.

Check thrust washer condition. Washer thicknessshould be 1.55 to 1.60 mm (0.061 to 0.063 in.). Re-place the washer if worn or damaged.

Check condition of the two seal rings on the inputshaft and the single seal ring on the piston retainerhub. Replace the seal rings only if severely worn,cracked, or if they can no longer be hooked together.

INPUT SHAFT REPLACEMENTIf the input shaft must be replaced, first remove

the retaining ring that secures the shaft in the pistonretainer hub. Then press the old shaft out of the re-tainer with a shop press.

Lubricate the splines of the new shaft with petro-leum jelly or ATF Plus. Then align the shaft in thepiston retainer and carefully press it into place. Donot allow the shaft to become cocked during installa-tion. The retainer can be cracked if misalignment oc-curs.

Install the shaft retaining ring after pressing theshaft into place. Be sure the ring is fully seated be-fore proceeding with clutch assembly.

REAR CLUTCH ASSEMBLY(1) Soak clutch discs in transmission fluid before

assembly.(2) Install new seals on clutch piston. Lubricate

piston seals with Mopar Door Ease, or Ru-Glyde toease installation. Be sure seal lips face inputshaft.

(3) Install clutch piston in retainer. Use twistingmotion to seat piston in bottom of retainer. A thinstrip of plastic (about 0.0209 thick), can be used toguide seals into place if necessary.

Fig. 66 Rear Clutch Components


CAUTION: Never push the clutch piston straight in.This will fold the seals over causing leakage andclutch slip. In addition, never use any type of metaltool to help ease the piston seals into place. Metaltools will cut, shave, or score the seals.

(4) Assemble piston retainer and clutch retainer.(5) Support clutch retainer with wood blocks, or in-

sert input shaft through predrilled hole in work-bench. Clutch pack components are easier to install ifretainers are properly supported.

(6) Install piston spring in clutch retainer. Concaveside of spring faces upward and away from clutchpiston.

(7) Install spacer ring on top of piston spring.(8) Install wave spring on top of spacer ring. Then

seat wave spring in retainer groove. If wave springwill not seat properly, spacer ring has probablyshifted over and into wave spring groove in re-tainer. Use small screwdriver to realign spacerring if necessary.

(9) Install inner pressure plate in clutch retainer.(10) Install first clutch disc followed by steel plate

until all discs and plates are installed. Four clutchdiscs and steel plates are required (Fig. 66).

(11) Install reaction plate on top of last clutch disc.(12) Install selective snap ring to secure clutch

pack in retainer.(13) Install new seal rings on input shaft if neces-

sary (Fig. 67). Be very sure ring ends are all securelyhooked together before proceeding.

(14) Check clutch pack clearance with feeler gauge(Fig. 68). Clearance should be 0.63 to 1.14 mm (0.025to 0.045 in.).

(15) If clutch pack clearance is incorrect, clutchpack snap ring, may have to be replaced.

(16) Install thrust washer on piston retainer hub(Fig. 66). Use petroleum jelly to hold thrust washerin place.

PLANETARY GEARTRAIN OVERHAUL

PLANETARY GEARTRAIN DISASSEMBLY(1) Remove planetary snap ring from intermediate

shaft (Fig. 69). Discard snap ring as it is not reus-able.

(2) Remove front planetary gear and front annulusgear as assembly (Fig. 70).

(3) Remove front planetary gear and thrust washerfrom front annulus gear (Fig. 71). Note thrustwasher position for assembly reference.

(4) Remove tabbed thrust washer from drivingshell (Fig. 72). Note washer position for assembly ref-erence.

(5) Remove sun gear and driving shell as assembly(Fig. 73).

(6) Remove tabbed thrust washer from rear plane-tary gear (Fig. 74). Note washer position on gear forassembly reference.

(7) Remove rear planetary gear and rear annulusgear from intermediate shaft (Fig. 75).

Fig. 67 Input Shaft Seal Ring Locations

Fig. 68 Measuring Rear Clutch Pack Clearance

Fig. 69 Planetary Snap Ring Removal


(8) Remove thrust plate from rear annulus gear(Fig. 76).

PLANETARY GEARTRAIN CLEANING ANDINSPECTION

Clean the intermediate shaft and planetary compo-nents (Fig. 77) in solvent and dry them with com-pressed air.

Inspect the planetary gear sets and annulus gears.The planetary pinions, shafts, washers, and retainingpins are serviceable. However, if a pinion carrier isdamaged, the entire planetary gear set must be re-placed as an assembly.

Replace the annulus gears if the teeth are chipped,broken, or worn, or the gear is cracked. Replace the

planetary thrust plates and the tabbed thrust wash-ers if cracked, scored or worn.

Inspect the machined surfaces of the intermediateshaft. Be sure the oil passages are open and clear.Replace the shaft if scored, pitted, or damaged.

Fig. 70 Front Planetary And Annulus Gear Removal

Fig. 71 Disassembling Front Planetary And AnnulusGears

Fig. 72 Driving Shell Thrust Washer Removal

Fig. 73 Sun Gear And Driving Shell AssemblyRemoval

Fig. 74 Rear Planetary Thrust Washer Removal


Inspect the sun gear and driving shell (Fig. 77). Ifeither component is worn or damaged, remove thesun gear rear retaining ring and separate the sungear and thrust plate from the driving shell. Then re-place the necessary component.

Replace the sun gear as an assembly if the gearteeth are chipped or worn. Also replace the gear asan assembly if the bushings are scored or worn. Thesun gear bushings are not serviceable. Replace thethrust plate if worn, or severely scored. Replace thedriving shell if distorted, cracked, or damaged in anyway.

Replace all snap rings during geartrain assembly.Reusing snap rings is not recommended.

PLANETARY GEARTRAIN ASSEMBLY ANDADJUSTMENT

(1) Lubricate sun gear and planetary gears withtransmission fluid during assembly. Use petroleumjelly to lubricate intermediate shaft bushing surfaces,thrust washers and thrust plates and to hold theseparts in place during assembly.

(2) Install front snap ring on sun gear and installgear in driving shell. Then install thrust plate oversun gear and against rear side of driving shell (Fig.78). Install rear snap ring to secure sun gear andthrust plate in driving shell.

(3) Install rear annulus gear on intermediate shaft(Fig. 79).

(4) Install thrust plate in annulus gear (Fig. 80).Be sure plate is seated on shaft splines and againstgear.

Fig. 77 Planetary Geartrain Components

Fig. 75 Rear Planetary And Annulus Gear Removal Fig. 76 Rear Annulus Thrust Plate Removal


(5) Install rear planetary gear in rear annulusgear (Fig. 81). Be sure planetary carrier is seatedagainst annulus gear.

(6) Install tabbed thrust washer on front face ofrear planetary gear (Fig. 82). Seat washer tabs in

matching slots in face of gear carrier. Use extra pe-troleum jelly to hold washer in place if desired.

(7) Lubricate sun gear bushings with petroleumjelly or transmission fluid.

(8) Install sun gear and driving shell on intermedi-ate shaft (Fig. 83). Seat shell against rear planetarygear. Verify that thrust washer on planetary gearwas not displaced during installation.

(9) Install tabbed thrust washer in driving shell(Fig. 84). be sure washer tabs are seated in tab slotsof driving shell. Use extra petroleum jelly to holdwasher in place if desired.

(10) Install tabbed thrust washer on front plane-tary gear (Fig. 85). Seat washer tabs in matchingslots in face of gear carrier. Use extra petroleum jellyto hold washer in place if desired.

(11) Install front annulus gear over and onto frontplanetary gear (Fig. 86). Be sure gears are fullymeshed and seated.


Fig. 79 Rear Annulus Installation On IntermediateShaft

Fig. 80 Rear Annulus Thrust Plate Installation

Fig. 81 Rear Planetary Gear Installation

Fig. 82 Rear Planetary Thrust Washer Installation


Fig. 83 Sun Gear And Driving Shell Installation

Fig. 84 Driving Shell Thrust Washer Installation

Fig. 85 Installing Thrust Washer On Front PlanetaryGear

Fig. 86 Assembling Front Planetary And AnnulusGears


(12) Install front planetary and annulus gear as-sembly (Fig. 87). Hold gears together and slide themonto shaft. Be sure planetary pinions are seated onsun gear and that planetary carrier is seated on in-termediate shaft.

(13) Place geartrain in upright position. Rotategears to be sure all components are seated and prop-erly assembled. Snap ring groove at forward end ofintermediate shaft will be completely exposed whencomponents are assembled correctly.

(14) Install new planetary snap ring in groove atend of intermediate shaft (Fig. 88).

(15) Turn planetary geartrain over. Position woodblock under front end of intermediate shaft and sup-port geartrain on shaft. Be sure all geartrain partshave moved forward against planetary snap ring.This is important for accurate end play check.

(16) Check planetary geartrain end play withfeeler gauge (Fig. 89). Insert gauge between rear an-nulus gear and shoulder on intermediate shaft asshown. End play should be 0.15 to 1.22 mm (0.006 to0.048 in.).

(17) If end play is incorrect, install thinner/thickerplanetary snap ring as needed.

VALVE BODY SERVICE AND ADJUSTMENT

VALVE BODY MAIN COMPONENTDISASSEMBLY

CAUTION: Do not clamp any valve body componentin a vise. This practice can damage the componentresulting in unsatisfactory operation after assembly

and installation. Remove valves, plugs and springswith a pencil magnet. Do not use pliers to removeany of the valves, plugs or springs and do not forceany of the components out or into place. The valvesand valve body housings will be damaged if force isused. Tag or mark the valve body springs for refer-ence as they are removed. Do not allow them to be-come intermixed.

(1) Remove boost valve cover (Fig. 90).(2) Remove boost valve retainer, valve spring and

boost valve (Fig. 91).(3) Secure detent ball and spring with Retainer

Tool 6583 (Fig. 92).(4) Remove E-clip that secures throttle lever in

manual lever (Fig. 93).

Fig. 87 Front Planetary And Annulus GearInstallation

Fig. 88 Planetary Snap Ring Installation

Fig. 89 Checking Planetary Geartrain End Play


(5) Lift and rotate manual lever far enough toclear detent housing.

(6) Remove retaining tool and remove detent balland spring (Fig. 94).

(7) Remove washer at top of manual lever shaft.Then lift manual lever and park rod assembly up-ward and out of valve body (Fig. 95).

(8) Remove throttle lever from valve body housing(Fig. 96).

(9) Remove park rod E-clip and separate rod frommanual lever (Fig. 97).

(10) Remove screws attaching pressure adjustingscrew bracket to valve body and transfer plate. Holdbracket firmly against spring tension while removinglast screw.

(11) Remove adjusting screw bracket, line pressureadjusting screw, pressure regulator spring and switch

Fig. 90 Boost Valve Cover Location

Fig. 91 Boost Valve Components

Fig. 92 Securing Detent Ball And Spring

Fig. 93 Removing Throttle Lever E-Clip

Fig. 94 Detent Ball And Spring Removal

Fig. 95 Manual Lever Removal


valve spring (Fig. 98). Do not remove throttlepressure adjusting screw from bracket and donot disturb adjusting screw settings during re-moval.

(12) Remove solenoid connector from 3-4 accumula-tor housing (Fig. 99). Note that connector is at-

tached to housing with shoulder-type screw.Keep this screw with accumulator housing toavoid losing it.

(13) Note routing of solenoid wires for assemblyreference (Fig. 100).

(14) Remove screws attaching solenoid assembly tovalve body lower housing and remove solenoid andconnector assembly (Fig. 101).

(15) Remove 3-4 accumulator housing attachingscrews and remove housing from valve body (Fig.102).

(16) Remove following parts from valve body lowerhousing: 3-4 shift valve and spring; pressure regula-tor valve spring; clutch valve; clutch valve spring;and clutch valve plug (Fig. 103).

(17) Bend back tabs on boost valve tube brace (Fig.104).

Fig. 96 Throttle Lever Removal

Fig. 97 Park Rod Removal

Fig. 98 Adjusting Screw Bracket And SpringRemoval

Fig. 99 Solenoid Connector Position

Fig. 100 Solenoid Wire Routing


(18) Remove boost valve connecting tube (Fig. 105).Disengage tube from upper housing port first. Thenrock opposite end of tube back and forth to work itout of lower housing.

CAUTION: Do not use tools to loosen or pry theconnecting tube out of the valve body housings.Loosen and remove the tube by hand only.

(19) Turn valve body over so valve lower housing isfacing upward. In this position, check balls in upperhousing will remain in place and not fall out whenlower housing and transfer plate are removed.

(20) Remove screws attaching valve body lowerhousing to upper housing and transfer plate. Noteposition of boost valve tube brace for assemblyreference.

(21) Remove lower housing and overdrive separa-tor plate from transfer plate (Fig. 106).

(22) Remove transfer plate from upper housing(Fig. 107).

(23) Turn transfer plate over so upper housing sep-arator plate is facing upward (Fig. 108).

(24) Remove brace plate from lower housing sepa-rator plate and transfer plate (Fig. 108).

Fig. 101 Solenoid Assembly Removal

Fig. 102 Removing 3-4 Accumulator Housing

Fig. 103 Clutch Valve And 3-4 Shift Valve Locations

Fig. 104 Boost Valve Tube Brace (Double Tab Style)

Fig. 105 Boost Valve Tube Removal


(25) Remove upper housing separator plate fromtransfer plate (Fig. 109). Note position of filter inseparator plate for assembly reference.

(26) Remove rear clutch and rear servo check ballsfrom transfer plate. Note check ball locations for as-

sembly reference before removing it (Fig. 110). Checkball will be plastic or steel depending on valve bodyproduction date.

VALVE BODY UPPER HOUSINGDISASSEMBLY

(1) Note location of check balls in valve body upperhousing (Fig. 111). Then remove the one large andsix smaller diameter check balls with magnet (totalof 7 check balls are used).

(2) Remove E-clip that secure shuttle valve second-ary spring on valve stem (Fig. 112).

(3) Remove governor plug and shuttle valve covers(Fig. 113).

(4) Remove throttle plug, primary spring, shuttlevalve, secondary spring, and spring guides (Fig. 113).

(5) Remove boost valve retainer, spring and valveif not previously removed.

(6) Turn upper housing over and remove switchvalve, regulator valve and spring, and manual valve(Fig. 114).

Fig. 106 Lower Housing Removal

Fig. 107 Removing Transfer Plate From UpperHousing

Fig. 108 Brace Plate Removal

Fig. 109 Upper Housing Separator Plate Removal

Fig. 110 Rear Clutch/Rear Servo Check BallLocations


(7) Remove kickdown detent, kickdown valve, andthrottle valve and spring (Fig. 114).

(8) Remove throttle plug and 1-2 and 2-3 governorplugs (Fig. 114). Also remove shuttle valve primaryspring if not removed in prior step.

(9) Turn upper housing around and remove limitvalve and shift valve covers (Fig. 115).

(10) Remove limit valve housing. Then remove re-tainer, spring, limit valve, and 2-3 throttle plug fromlimit valve housing (Fig. 115).

Fig. 112 Shuttle Valve E-Clip And Secondary SpringLocation

Fig. 113 Shuttle And Boost Valve Components

Fig. 111 Upper Housing Check Ball Locations


(11) Remove 1-2 shift control valve and spring (Fig.115).

(12) Remove 1-2 shift valve and spring (Fig. 115).

(13) Remove 2-3 shift valve and spring from valvebody (Fig. 115).

(14) Remove pressure plug cover (Fig. 115).

Fig. 115 Upper Housing Shift Valves And Pressure Plugs

Fig. 114 Upper Housing Control Valve Locations


(15) Remove line pressure plug, sleeve, throttlepressure plug and spring (Fig. 115).

VALVE BODY LOWER HOUSINGDISASSEMBLY (FIG. 116)

(1) Remove timing valve cover.(2) Remove 3-4 timing valve and spring.(3) Remove quick fill valve, spring, and plug.(4) Remove 3-4 shift valve and spring.(5) Remove converter clutch valve, spring and

plug.(6) Remove converter clutch timing valve, retainer

and valve spring.

3-4 ACCUMULATOR HOUSING DISASSEMBLY(FIG. 117)

(1) Remove end plate from housing.(2) Remove piston spring.(3) Remove piston. Remove and discard piston

seals.

VALVE BODY CLEANING AND INSPECTIONThe only serviceable valve body components are:

• solenoid and connector assembly• solenoid gasket• park rod and E-clip• switch valve and spring• pressure adjusting screw bracket

• throttle valve lever• manual lever• manual shaft seal, washer, and E-clip• fluid filter• detent ball and spring


Clean the valve body components with a standardparts cleaning solution only. Do not use gasoline, ker-osene, or any type of caustic solution.

Dry the parts with compressed air. Make sure allpassages are clean and free from obstructions. Donot use rags or shop towels to dry or wipe offvalve body components. Lint from these materi-als will stick to the valve body components.Lint will interfere with valve operation andmay clog filters and fluid passages.

Inspect the throttle and manual valve levers andshafts (Fig. 118). Do not attempt to straighten a bentshaft or correct a loose lever. Replace these compo-nents if worn, bent, loose or damaged in any way.

Inspect all of the valve body mating surfaces forscratches, nicks, burrs, or distortion. Use a straight-edge to check surface flatness. Minor scratches maybe removed with crocus cloth using only very lightpressure.

Minor distortion of a valve body mating surfacemay be corrected by smoothing the surface with a

Fig. 116 Lower Housing Shift Valves And Springs


sheet of crocus cloth. Position the crocus cloth on asurface plate, sheet of plate glass or equally flat sur-face. If distortion is severe or any surfaces areheavily scored, the valve body will have to be re-placed.

CAUTION: Many of the valves and plugs, such asthe throttle valve, shuttle valve plug, 1-2 shift valveand 1-2 governor plug, are made of coated alumi-num. Aluminum components are identified by thedark color of the special coating applied to the sur-face (or by testing with a magnet). Do not sand alu-

minum valves or plugs with abrasive materials. Thispractice could damage the special coating andcause the valves and plugs to stick and bind.

Inspect the valves and plugs for scratches, burrs,nicks, or scores. Minor surface scratches on steelvalves or plugs can be removed with crocus cloth butdo not round off the edges of the valve or pluglands. Maintaining sharpness of these edges is vi-tally important. The edges prevent foreign matterfrom lodging between the valves and plugs and thebore.

Inspect all the valve and plug bores in the valvebody. Use a penlight to view the bore interiors. Re-place the valve body if any bores are distorted orscored. Inspect all of the valve body springs. Thesprings must be free of distortion, warpage or brokencoils.

Check the two separator plates for distortion ordamage of any kind. Inspect the upper housing,lower housing, 3-4 accumulator housing, and transferplate carefully. Be sure all fluid passages are cleanand clear. Check condition of the upper housing andtransfer plate check balls as well. The check ballsand ball seats must not be worn or damaged.

Trial fit each valve and plug in its bore to checkfreedom of operation. When clean and dry, the valvesand plugs should drop freely into the bores.

Valve body bores do not change dimensionally withuse. If the valve body functioned correctly when new,it will continue to operate properly after cleaning andinspection. It should not be necessary to replace avalve body assembly unless it is damaged in han-dling.

Fig. 117 3-4 Accumulator Housing Components


Fig

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pper

Hou

sing

Com

pone

nts


VALVE BODY REASSEMBLY

CAUTION: Do not force valves or plugs into placeduring reassembly. If the valve body bores, valvesand plugs are free of distortion or burrs, the valvebody components should all slide into place easily.In addition, do not overtighten the transfer plateand valve body screws during reassembly. Over-tightening can distort the housings resulting invalve sticking, cross leakage and unsatisfactory op-eration. Tighten valve body screws to recom-mended torque only.

Lower Housing Assembly (Fig. 116)(1) Lubricate valves, springs, and the housing

valve and plug bores with Mopar ATF Plus transmis-sion fluid.

(2) Install 3-4 timing valve spring and valve inlower housing.

(3) Install 3-4 quick fill valve in lower housing.(4) Install 3-4 quick fill valve spring and plug in

housing.(5) Install timing valve end plate. Tighten end

plate screws to 4 Nzm (35 in. lbs.) torque.(6) Install 3-4 shift valve and spring.(7) Install converter clutch valve, spring and plug.(8) Install converter clutch timing valve and

spring.

3-4 Accumulator Assembly (Fig. 117)(1) Lubricate accumulator piston, seals and hous-

ing piston bore with ATF Plus, type 7176 fluid.(2) Install new seal rings on accumulator piston.(3) Install piston and spring in housing.(4) Install end plate on housing.

Transfer Plate Assembly(1) Install rear clutch check ball in transfer plate

(Fig. 110).(2) Install filter screen in upper housing separator

plate (Fig. 109).(3) Align and position upper housing separator

plate on transfer plate (Fig. 109).(4) Install brace plate (Fig. 108). Tighten brace at-

taching screws to 4 Nzm (35 in. lbs.) torque.(5) Install remaining separator plate attaching

screws. Tighten screws to 4 Nzm (35 in. lbs.) torque.

Upper And Lower Housing Assembly(1) Position upper housing so internal passages

and check ball seats are facing upward. Then installcheck balls in housing (Fig. 111). Seven check ballsare used. The single large check ball is approxi-mately 8.7 mm (11/32 in.) diameter. The remaining 6check balls are approximately 6.3 mm (1/4 in.) in di-ameter.

(2) Position transfer plate assembly on upper hous-ing (Fig. 119).

(3) Position lower housing separator plate ontransfer plate (Fig. 119).

(4) Install lower housing on assembled transferplate and upper housing (Fig. 120).

(5) Install all valve body screws except three thatsecure boost valve tube brace. Start screws by handand tighten just enough to hold assemblies togetherbut not to required torque at this time. Screws willnot be fully tightened until after boost valvetube and brace are installed.

Upper Housing Valve And Plug Installation (Figs. 114, 115,118)

(1) Lubricate valves, plugs, springs with MoparATF Plus transmission fluid.

(2) Assemble regulator valve line pressure plug,sleeve, throttle plug and spring. Insert assembly inupper housing and install cover plate. Tighten coverplate screws to 4 Nzm (35 in. lbs.) torque.

(3) Install 1-2 and 2-3 shift valves and springs.(4) Install 1-2 shift control valve and spring.

Fig. 119 Lower Housing Separator Plate Installation

Fig. 120 Assembling Upper And Lower Housings


(5) Install shift valve cover plate.(6) Install shuttle valve as follows:

(a) Insert plastic guides in shuttle valve second-ary spring and install spring on end of valve.

(b) Hold shuttle valve in place.(c) Compress secondary spring and install E-clip

in groove at end of shuttle valve.(d) Verify that spring and E-clip are properly

seated before proceeding.(7) Install shuttle valve cover plate. Tighten cover

plate screws to 4 Nzm (35 in. lbs.) torque.(8) Install 1-2 and 2-3 valve governor plugs in

valve body.(9) Install shuttle valve primary spring and throt-

tle plug.(10) Align and install governor plug cover. Tighten

cover screws to 4 Nzm (35 in. lbs.) torque.(11) Install manual valve.(12) Install throttle valve and spring.(13) Install kickdown valve and detent.(14) Install regulator valve.(15) Install switch valve.

Boost Valve Tube And Brace Installation(1) Position valve body assembly so lower housing

is facing upward (Fig. 121).(2) Lubricate tube ends and housing ports with

transmission fluid or petroleum jelly.(3) Start tube in lower housing port first. Then

swing tube downward and work opposite end of tubeinto upper housing port (Fig. 121).

(4) Insert and seat each end of tube in housings.(5) Slide tube brace under tube and into alignment

with valve body screw holes (Fig. 121).(6) Install and finger tighten three screws that se-

cure tube brace to valve body housings (Fig. 121).(7) Bend tube brace tabs up and against tube to

hold it in position (Fig. 122).(8) Tighten all valve body housing screws to 4

Nzm (35 in. lbs.) torque after tube and brace areinstalled. Tighten screws in diagonal patternstarting at center and working outward.

3-4 Accumulator Installation(1) Position converter clutch valve and 3-4 shift

valve springs in housing (Fig. 123).(2) Loosely attach accumulator housing with right-

side screw (Fig. 123). Install only one screw at thistime as accumulator must be free to pivot upward forease of installation.

(3) Position plug on end of converter clutch valvespring. Then compress and hold springs and plug inplace with fingers of one hand.

(4) Swing accumulator housing upward over valvesprings and plug.

(5) Hold accumulator housing firmly in place andinstall remaining two attaching screws. Be suresprings and clutch valve plug are properly seated(Fig. 124).

(6) Attach solenoid case connector to 3-4 accumula-tor with shoulder-type screw. Connector has small lo-cating tang that fits in dimple at top of accumulatorhousing (Fig. 125). Seat tang in dimple before tight-ening connector screw.

(7) Install solenoid assembly and gasket. Tightensolenoid attaching screws to 8 Nzm (72 in. lbs.)torque.

(8) Verify that solenoid wires are properly routed.Solenoid wires must be clear of rear band lever,manual lever and park rod.

Valve Spring, Detent, And Bracket Installation(1) Insert manual lever detent spring in upper

housing.(2) Position line pressure adjusting screw in ad-

justing screw bracket.

Fig. 121 Boost Valve Tube And Brace Installation

Fig. 122 Securing Boost Valve Tube With BraceTabs


(3) Install spring on end of line pressure regulatorvalve.

(4) Install switch valve spring on tang at end ofadjusting screw bracket.

(5) Position adjusting screw bracket on valve body.Align valve springs and press bracket into place. In-stall short, upper bracket screws first and long bot-tom screw last. Verify that valve springs and bracketare properly aligned. Then tighten all three bracketscrews to 4 Nzm (35 in. lbs.) torque.

(6) Install throttle lever in upper housing. Then in-stall manual lever over throttle lever and start man-ual lever into housing.

(7) Position detent ball on end of spring. Then holddetent ball and spring in detent housing with Re-tainer Tool 6583 (Fig. 92).

(8) Align manual lever with detent ball and man-ual valve. Hold throttle lever upward. Then pressdown on manual lever until fully seated. Remove de-tent ball retainer tool after lever is seated.

(9) Then Install manual lever seal, washer and E-clip.

(10) Lubricate solenoid case connector O-rings andshaft of manual lever with light coat of petroleumjelly.

(11) Verify that throttle lever is aligned with end ofkickdown valve stem and that manual lever arm isengaged in manual valve (Fig. 126).

(12) Install boost valve, valve spring, retainer andcover plate. Tighten cover plate screws to 4 Nzm (35in. lbs.) torque.

(13) Obtain new fluid filter for valve body but donot install filter at this time.

(14) If line pressure and/or throttle pressure ad-justment screw settings were not disturbed, continuewith overhaul or reassembly. However, if adjustmentscrew settings were moved or changed, readjust asdescribed in Valve Body Control Pressure Adjustmentprocedure.

VALVE BODY CONTROL PRESSUREADJUSTMENTS

There are two control pressure adjustments on thevalve body which are, line pressure and throttle pres-sure.

Line and throttle pressures are interdependent be-cause each affects shift quality and timing. As a re-sult, both adjustments must be performed properlyand in the correct sequence. Adjust line pressure firstand throttle pressure last.

Fig. 123 Installing Converter Clutch And 3-4 ShiftValve Springs

Fig. 124 Seating 3-4 Accumulator On LowerHousing

Fig. 125 Solenoid Connector Installation


Line Pressure AdjustmentMeasure distance from the valve body to the inner

edge of the adjusting screw with an accurate steelscale (Fig. 127).

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.The 33.4 mm (1-5/16 in.) setting is an approxi-

mate setting. Manufacturing tolerances maymake it necessary to vary from this dimensionto obtain desired pressure.

One complete turn of the adjusting screw changesline pressure approximately 1-2/3 psi (9 kPa).

Turning the adjusting screw counterclockwise in-creases pressure while turning the screw clockwisedecreases pressure.

Throttle Pressure AdjustmentInsert Gauge Tool C-3763 between the throttle le-

ver cam and the kickdown valve stem (Fig. 128).Push the gauge tool inward to compress the kick-

down valve against the spring and bottom the throt-tle valve.

Maintain pressure against kickdown valve spring.Turn throttle lever stop screw until the screw headtouches throttle lever tang and the throttle lever camtouches gauge tool.

The kickdown valve spring must be fully com-pressed and the kickdown valve completelybottomed to obtain correct adjustment.

TRANSMISSION ASSEMBLY

Assembly TipsDo not allow dirt, grease, or foreign material to en-

ter the case or transmission components during as-sembly. Keep the transmission case and componentsclean. Also make sure the tools and workbench areaused for reassembly operations are equally clean.

Shop towels used for wiping off tools and yourhands must be made from lint free materials. Lintwill stick to transmission parts and could interferewith valve operation or even restrict fluid passages.

Lubricate transmission clutch and gear componentswith Mopar ATF Plus during reassembly. Soak clutchdiscs in transmission fluid before installation.

Use Mopar Door Ease, or Ru-Glyde on piston sealsand O-rings to ease installation. Petroleum jelly canbe used to lubricate and hold thrust washers andplates in position during assembly.

Do not use chassis grease, bearing grease,white grease, or similar lubricants on any part.These types of lubricants can eventually block or re-strict fluid passages and valve operation. Use petro-leum jelly only.

Do not force parts into place. The transmissioncomponents and sub-assemblies are easily installedby hand when properly aligned. If a part seems dif-ficult to install, it is either misaligned or incorrectlyassembled. Verify that thrust washers, thrust platesand seal rings are correctly positioned. These partswill prevent proper assembly is mispositioned (or‘‘left out’’ by accident).

The planetary geartrain, front/rear clutch assem-

Fig. 126 Manual And Throttle Lever Alignment

Fig. 127 Line Pressure Adjustment

Fig. 128 Throttle Pressure Adjustment


blies and oil pump are all much easier to installwhen the transmission case is upright or as close tothis position as possible. Either tilt the case upwardwith wood blocks, or cut a hole in the bench largeenough for the intermediate shaft and rear support.Then lower the shaft and support into the hole andsupport the rear of the case directly on the bench.

FRONT/REAR SERVO INSTALLATION(1) Lubricate rear servo piston seal with Mopar

Door Ease or ATF Plus. Lubricate servo bore in casewith ATF Plus.

(2) Install rear servo piston in case. Position pistonat slight angle to bore and insert piston with twistingmotion (Fig. 129).

(3) Install rear servo spring and retainer in casebore (Fig. 130). Be sure spring is seated on piston.

(4) Compress rear servo piston with C-clamp orValve Spring Compressor C-3422-B and install servopiston snap ring (Fig. 131).

(5) Lubricate front servo piston components andservo bore in case with transmission fluid.

(6) Install front servo piston in bore. Carefully‘‘run’’ small, suitable tool around piston ring to pressit back into groove and ease installation (Fig. 132).Rotate piston into bore at same time. Rock pistonslightly to ease piston ring past snap ring groove andinto bore.

(7) Bottom front servo piston in bore and installservo spring.

(8) Install front servo piston rod guide as follows:(a) Place Tool SP-5560 (or similar size tool) on

guide and position C-clamp on tool and case (Fig.133).

Fig. 129 Rear Servo Piston Installation

Fig. 130 Rear Servo Piston Spring And RetainerInstallation

Fig. 131 Rear Servo Snap Ring Installation

Fig. 132 Front Servo Piston Installation


(b) Slowly compress rod guide while simulta-neously easing seal ring into bore with suitabletool.(9) Install rod guide snap ring (Fig. 133).

OVERRUNNING CLUTCH, REAR BAND,LOW-REVERSE DRUM, AND OVERDRIVEPISTON RETAINER INSTALLATION

(1) Install new gasket at rear of transmission case.Use petroleum jelly to hold gasket in place. Be sureto align governor feed holes in gasket with feedpassages in case (Fig. 134). Install gasket beforeoverdrive piston retainer. Center hole in gasketis smaller than retainer and cannot be installedover retainer.

(2) Install overdrive piston retainer. Be sure gover-nor tube bores in retainer are aligned with governorfeed passages in gasket and case (Fig. 135). Installand tighten retainer bolts to 17 Nzm (13 ft. lbs.)torque.

(3) Install overrunning clutch components if notyet installed. Refer to Overrunning Clutch Overhaulin this section for procedures if necessary.

(4) Position rear band and link in case (Fig. 136).

Fig. 133 Front Servo Rod Guide And Snap RingInstallation

Fig. 134 Case Gasket Installation

Fig. 135 Overdrive Piston Retainer Installation

Fig. 136 Rear Band And Link Installation


(5) Install low-reverse drum (Fig. 137). Slide drumthrough rear band, onto piston retainer hub and intoengagement with overrunning clutch and race.

(6) Install double tab thrust washer in low-reversedrum spotface (Fig. 138). Use petroleum jelly to holdwasher in place. Make sure washer tabs are seatedin notches.

(7) Install snap ring that secures low-reverse drumto piston retainer hub (Fig. 138).

(8) Insert band reaction pin part way into case andband link (Fig. 139).

(9) Install rear band adjusting lever, reaction lever,and strut (Fig. 140). Be sure levers and strut arealigned and engaged before seating band reaction pinin case.

PLANETARY GEARTRAIN, FRONT/REARCLUTCH, AND FRONT BAND INSTALLATION

(1) Install assembled intermediate shaft and plan-etary geartrain (Fig. 141). Support shaft carefullyduring installation. Do not allow shaft bearing/bushing surfaces to become nicked orscratched.

(2) Lubricate intermediate shaft thrust plate withpetroleum jelly and install plate on shaft pilot hub(Fig. 142).

(3) Check input shaft front seal rings, fiber thrustwasher and rear seal ring (Fig. 143). Be ends of rearseal ring are hooked together and diagonal cut endsof front seal rings are firmly seated against eachother as shown. Lubricate seal rings with petroleumjelly after checking them.

Fig. 137 Low-Reverse Drum Installation

Fig. 138 Low-Reverse Drum Snap Ring Installation

Fig. 139 Rear Band Reaction Pin Installation

Fig. 140 Rear Band Levers And Strut


(4) Assemble front and rear clutches (Fig. 144).Align lugs on front clutch discs. Mount front clutchon rear clutch. Turn front clutch retainer back andforth until front clutch discs are fully seated on rearclutch splined hub.

(5) Install intermediate shaft thrust washer in hubof rear clutch retainer (Fig. 145). Use petroleum jellyto hold washer in place. Position washer so groovesare facing outward. Washer only fits one way inclutch retainer hub.

(6) Place transmission case in upright position, orplace blocks under front end of transmission repairstand to tilt case rearward. This makes it easier toinstall front/rear clutch assembly.

(7) Align discs in rear clutch. Then install and en-gage assembly in front planetary and driving shell(Fig. 146). Turn clutch retainers back and forth untilboth clutches are seated.

(8) Position front band lever in case and over servorod guide. Then install front band lever pin in caseand slide it through lever.

(9) Coat threads of front band pin access plug withsealer and install it in case. Tighten plug to 17 Nzm(13 ft. lbs.) torque.

(10) Slide front band over front clutch retainer andinstall front band strut and anchor (Fig. 147).

Fig. 141 Intermediate Shaft/Planetary GeartrainInstallation

Fig. 142 Intermediate Shaft Thrust Plate Installation

Fig. 143 Input Shaft Seal Ring And Thrust WasherInstallation

Fig. 144 Assembling Front And Rear Clutches


(11) Tighten front band adjusting screw until bandis tight on clutch retainer. This will hold clutches inplace while oil pump is being installed. Verify thatfront/rear clutch assembly is still properlyseated before tightening band.

OIL PUMP INSTALLATION(1) Install oil pump Pilot Studs C-3288-B in case

(Fig. 148).

(2) Install new oil pump gasket on pilot studs andseat it in case. Be sure gasket is properly alignedwith fluid passages in case (Fig. 148).

(3) Coat front clutch thrust washer with petroleumjelly to hold it in place. Then install washer over re-action shaft hub and seat it on pump (Fig. 149).

CAUTION: The thrust washer bore (I.D.), is cham-fered on one side. Make sure the chamfered side isinstalled so it faces the pump.

(4) Check seal rings on reaction shaft support. Besure rings are hooked together correctly. Also be surefiber thrust washer is in position (Fig. 150). Use ex-tra petroleum jelly to hold washer in place if neces-sary.

Fig. 145 Intermediate Shaft Thrust WasherInstallation

Fig. 146 Front/Rear Clutch Assembly Installation

Fig. 147 Front Band And Linkage Installation

Fig. 148 Oil Pump Gasket And Pilot Stud ToolInstallation


(5) Lubricate oil pump seals with Mopar ATF Plus.(6) Mount oil pump on pilot studs and slide pump

into case opening (Fig. 151). Work pump into caseby hand. Do not use a mallet or similar tools toseat pump.

(7) Remove pilot studs and install oil pump bolts.Tighten pump bolts alternately and evenly to fullyseat pump in case. Then final-tighten pump bolts to20 Nzm (15 ft. lbs.) torque.

(8) Verify correct installation. Rotate input and in-termediate shafts and check for bind. If bind exists,components are either misassembled, or not seated.Disassemble and correct as necessary before proceed-ing.

OVERDRIVE UNIT AND PISTONINSTALLATION

(1) Install new seals on overdrive piston. Then lu-bricate seals with Mopar Door Ease, or Ru-Glyde toease installation.

(2) Install overdrive piston in retainer. Align lo-cating lugs on piston in locating bores in re-tainer (Fig. 152). Use thin plastic strip or feelergauge to help guide piston outer seal into retainer.

(3) Install spacer on intermediate shaft, if not pre-viously installed.

(4) Install overdrive piston thrust plate (Fig. 153).Use liberal quantity of petroleum jelly to hold thrustplate in position on piston.

(5) Install overdrive piston thrust bearing in directclutch hub (Fig. 154). Use liberal quantity of petro-leum jelly to hold thrust bearing in place. Note thatone side of bearing has dark coated surface.This surface faces overdrive piston. Also besure raised shoulder on inside diameter ofbearing faces forward as well.

(6) Apply small amount of petroleum jelly to pilothub of intermediate shaft.

(7) Verify alignment of splines in overdrive unitplanetary gear and overrunning clutch. Be sureAlignment Tool 6227-2 is fully seated (Fig. 155). Ifplanetary gear and overrunning clutch splinesbecome misaligned, overdrive unit cannot befully installed on intermediate shaft. Overdriveunit will have to be disassembled in order to re-align splines.

(8) Carefully withdraw alignment tool from over-drive unit.

Fig. 149 Front Clutch Thrust Washer Installation

Fig. 150 Reaction Shaft Seal Ring And ThrustWasher Installation

Fig. 151 Oil Pump Installation


(9) Lubricate intermediate shaft splines and bush-ing surfaces with transmission fluid or petroleumjelly.

(10) Install overdrive unit. Be sure governor tubesare aligned with feed holes in piston retainer boss.Intermediate shaft is snug fit in overdrive planetarygear and overrunning clutch. If overdrive unit willnot seat fully, rotate overdrive output shaft slightlyto align splines and try again.

(11) Apply 1-2 drops of Mopar Lock N’ Seal (or Loc-tite 242) to overdrive unit attaching bolts. Then in-stall and tighten bolts to 34 Nz (25 ft. lbs.) torque.

INPUT SHAFT END PLAY CHECK(1) Check input shaft end play as follows.(2) Attach dial indicator to converter housing (Fig.

156). Position indicator plunger against input shaftand zero indicator.

(3) Move input shaft in and out and record read-ing.

(4) End play should be 0.86 - 2.13 mm (0.034 -0.084 in.).

(5) If end play is incorrect, change intermediateshaft thrust washer. The thrust washer controls endplay and is available in three thicknesses for adjust-ment purposes.

Fig. 152 Overdrive Piston Alignment


Fig. 154 Installing Overdrive Piston Thrust Bearing

Fig. 155 Checking Alignment Of Overdrive PlanetaryGear And Overrunning Clutch Splines


BAND ADJUSTMENTS AND INSTALLATION OFACCUMULATOR, VALVE BODY, OIL PAN, ANDTORQUE CONVERTER

(1) Install accumulator inner spring, piston andouter spring (Fig. 157).

(2) Verify that park/neutral position switch hasnot been installed in case. Valve body can not be in-stalled if switch is in position.

(3) Install valve body as follows:(a) Start park rod into park pawl. If rod will not

slide past park pawl, pawl is engaged in park gear.Rotate overdrive output shaft with suitable size 12point socket; this will free pawl and allow rod toengage.

(b) Align and seat valve body on case. Be suremanual lever shaft and overdrive connector arefully seated in case.

(c) Install and start all valve body attachingbolts by hand. Then tighten bolts evenly, in a diag-onal pattern to 12 Nzm (105 in. lbs.) torque. Do notovertighten valve body bolts. This could re-sult in distortion and cross leakage after in-stallation..(4) Install new filter on valve body. Tighten filter

screws to 4 Nzm (35 in. lbs.).

(5) Install seal on park/neutral position switch(Fig. 158). Then install and tighten switch to 34 Nzm(25 ft. lbs.).

(6) Adjust front and rear bands as follows:(a) Loosen locknut on each band adjusting screw

4-5 turns.(b) Tighten both adjusting screws to 8 Nzm (72

in. lbs.).(c) Back off front band adjusting screw 2-7/8

turns.(d) Back off rear band adjusting screw 2 turns.(e) Hold each adjusting screw in position and

tighten locknut to 34 Nzm (25 ft. lbs.) torque.(7) Install magnet in oil pan. Magnet seats on

small protrusion at corner of pan.(8) Position new oil pan gasket on case and install

oil pan. Tighten pan bolts to 17 Nzm (13 ft. lbs.).(9) Install new valve body manual shaft seal in

case (Fig. 159). Lubricate seal lip and manual shaftwith petroleum jelly. Start seal over shaft and intocase. Seat seal with 15/16 inch, deep well socket.

(10) Install throttle valve and shift selector leverson valve body manual lever shaft.

(11) Cap or cover transmission openings (coolerline fittings, filler tube bore, etc.) to prevent dirt en-try.

Fig. 156 Checking Input Shaft End Play

Fig. 157 Installing Accumulator Piston And Springs

Fig. 158 Park/Neutral Position Switch Seal Position

Fig. 159 Manual Lever Shaft Seal Installation


(12) Install and seat torque converter. Use C-clampor metal strap to hold converter in place for installa-tion. Be sure converter is fully seated before install-ing clamp.

(13) Mount transmission on jack for installation invehicle.

(14) Apply small quantity of dielectric grease toterminal pins of solenoid case connector and neutralswitch.

CAUTION: The transmission cooler and lines mustbe reverse flushed if overhaul corrected a malfunc-

tion that generated sludge, metal particles, orclutch friction material. The torque converter anddrainback valve should also be replaced if contam-inated by the same malfunction. Debris and residuenot flushed from the cooler and lines will flow backinto the transmission and converter. The resultcould be a repeat failure and shop comeback.


46RH OVERDRIVE UNIT OVERHAUL

INDEX

page page

Direct Clutch and Geartrain Assembly . . . . . . . . . 281Governor Overhaul . . . . . . . . . . . . . . . . . . . . . . . 278Overdrive Clutch Installation and Adjustment . . . . 288Overdrive Component Cleaning and Inspection . . 276

Overdrive Geartrain and Case Assembly . . . . . . . 286Overdrive Geartrain Disassembly . . . . . . . . . . . . . 272Overdrive Unit Disassembly . . . . . . . . . . . . . . . . . 270

OVERDRIVE UNIT DISASSEMBLY(1) Remove overdrive piston thrust plate (Fig. 1).

Retain thrust plate. It is a select fit part and can bereused.

(2) Remove intermediate shaft spacer (Fig. 2). Re-tain spacer. It is a select fit part and can be reused.

(3) Remove overdrive piston from retainer (Fig. 3).(4) Remove overdrive piston thrust bearing from

direct clutch hub (Fig. 4).

(5) Remove overdrive clutch pack retaining ring(Fig. 5).

(6) Remove overdrive clutch pack (Fig. 6). Notethat thickest plate is positioned at rear of clutchpack.

(7) Remove overdrive clutch wave spring (Fig. 7).(8) Remove overdrive clutch reaction snap ring

(Fig. 8). Note that snap ring is located in samegroove as wave spring.

Fig. 1 Overdrive Piston Thrust Plate Removal/Installation

Fig. 2 Intermediate Shaft Spacer Location


Fig. 4 Overdrive Piston Thrust Bearing Removal

21 - 270 46RH OVERDRIVE UNIT OVERHAUL ZJ

(9) Remove access cover and gasket from case (Fig.9). Cover provides access to output shaft front bear-ing locating ring.

(10) Expand output shaft bearing snap ring with

snap ring pliers. Then push output shaft forward to re-lease shaft front bearing from locating ring (Fig. 10).

Fig. 5 Overdrive Clutch Pack Retaining RingRemoval

Fig. 6 Overdrive Clutch Pack Removal

Fig. 7 Overdrive Clutch Wave Spring Removal

Fig. 8 Overdrive Clutch Reaction Snap Ring Removal

Fig. 9 Locating Ring Access Cover Removal/Installation

Fig. 10 Releasing Shaft Front Bearing FromLocating Ring

ZJ 46RH OVERDRIVE UNIT OVERHAUL 21 - 271

(11) Remove geartrain assembly from housing (Fig.11). Set geartrain aside.

(12) Remove output shaft front bearing locatingring and governor support snap ring (Fig. 12).

(13) Remove governor support and tube assemblyfrom case (Fig. 13).

(14) Remove park pawl retaining bolt and reactionplug snap ring (Fig. 14). Compress snap ring onlyenough to remove it. Snap ring can be distorted ifovercompressed.

(15) Remove park pawl shaft, park pawl, pawlspring and reaction plug (Fig. 14).

(16) Remove output shaft rear bearing snap ring(Fig. 15). Remove snap ring with long jaw internaltype snap ring pliers. Or, rotate snap ring until oneend is adjacent to notch in case. Then unseat ringwith extra long flat blade screwdriver.

(17) Remove rear bearing by tapping overdrivecase on wood block to dislodge bearing.

OVERDRIVE GEARTRAIN DISASSEMBLY(1) Remove E-clip from one end of governor valve

shaft and remove shaft and valve (Fig. 16).(2) Remove governor snap ring (fig. 17).(3) Remove governor body and drive as assembly

(Fig. 18). Set assembly aside for disassembly, inspec-tion, and overhaul. Refer to Governor Overhaul pro-cedures.

(4) Remove governor drive key (Fig. 19).(5) Remove output shaft front bearing snap ring

(Fig. 20).(6) Remove front bearing from output shaft (Fig.

21).

Fig. 11 Overdrive Geartrain Removal

Fig. 12 Front Bearing Locating Ring And GovernorSupport Snap Ring Location

Fig. 13 Governor Support And Tube AssemblyRemoval

Fig. 14 Park Lock Component Removal


WARNING: THE NEXT STEP IN GEARTRAIN DISAS-SEMBLY INVOLVES COMPRESSING THE DIRECTCLUTCH SPRING. IT IS EXTREMELY IMPORTANT

THAT PROPER EQUIPMENT BE USED TO COM-PRESS THE SPRING AS SPRING FORCE IS AP-

Fig. 15 Output Shaft Rear Bearing And Snap RingLocation

Fig. 16 Governor Valve And Shaft Removal/Installation

Fig. 17 Governor Snap Ring Removal/Installation

Fig. 18 Governor Body And Drive AssemblyRemoval/Installation

Fig. 19 Governor Drive Key Removal

Fig. 20 Front Bearing Snap Ring Removal/Installation


PROXIMATELY 830 POUNDS. USE SPRINGCOMPRESSOR TOOL 6227-1 AND A HYDRAULICSHOP PRESS WITH A MINIMUM RAM TRAVEL OF5-6 INCHES. THE PRESS MUST ALSO HAVE A BEDTHAT CAN BE ADJUSTED UP OR DOWN AS RE-QUIRED. RELEASE CLUTCH SPRING TENSIONSLOWLY AND COMPLETELY TO AVOID PERSONALINJURY.

(7) Mount geartrain in shop press(8) Position Compressor Tool 6227-1 on clutch hub

(Fig. 22). Support output shaft flange with steelpress plates as shown and center assembly underpress ram.

(9) Use bushing remover style tool that is approx-imately 2-3 in. in diameter at top of Tool 6227-1. Toolwill help distribute load and provide needed extrapress length.

(10) Apply press pressure slowly. Compress huband spring far enough to expose clutch hub retainingring and relieve spring pressure on clutch pack snapring (Fig. 22).

(11) Remove direct clutch pack snap ring first (Fig.22).

(12) Remove direct clutch hub retaining ring (Fig.23).

(13) Release press load on clutch spring slowlyand completely. Remove press tools and geartrain.

(14) Remove direct clutch pack from hub (Fig. 24).(15) Remove direct clutch hub and spring (Fig. 25).

Fig. 22 Direct Clutch Pack Snap Ring Removal

Fig. 21 Output Shaft Front Bearing Removal/Installation

Fig. 23 Direct Clutch Hub Retaining Ring Removal

Fig. 24 Direct Clutch Pack Removal


(16) Remove sun gear and spring plate, planetarythrust bearing and planetary gear (Fig. 26).

(17) Remove overrunning clutch assembly with ex-panding type snap ring pliers (Fig. 27). Insert pliersinto clutch hub. Expand pliers to grip hub splines andremove clutch with counterclockwise, twisting motion.

(18) Remove thrust bearing from overrunningclutch hub (Fig. 28).

(19) Remove overrunning clutch from hub (Fig.28).

(20) Mark position of annulus gear and directclutch drum for assembly alignment reference (Fig.29). Use small center punch or scriber to make align-ment marks.

Fig. 25 Direct Clutch Hub And Spring Removal

Fig. 26 Sun Gear-Thrust Bearing-Planetary GearRemoval

Fig. 27 Overrunning Clutch Assembly Removal

Fig. 28 Overrunning Clutch Components

Fig. 29 Marking Direct Clutch Drum And AnnulusGear For Assembly Alignment


(21) Remove direct clutch drum rear retaining ring(Fig. 30).

(22) Remove direct clutch drum outer retainingring (Fig. 31).

(23) Mark annulus gear and output shaft for as-sembly alignment reference (Fig. 32).

(24) Remove annulus gear from output shaft (Fig.33). Use rawhide or plastic mallet to tap gear offshaft.

(25) Remove output shaft front bearing if not pre-viously removed.

OVERDRIVE COMPONENT CLEANING ANDINSPECTION

Clean the geartrain (Fig. 34) and case components(Fig. 35) with solvent. Dry all parts except the bear-ings with compressed air. Allow bearings to air dry.

Do not use shop towels for wiping parts dry unlessthe towels are made from a lint-free material. A suf-ficient quantity of lint (from shop towels, cloths, rags,etc.) could plug the transmission filter and fluid pas-sages.

Discard the old case gasket and seals. Do not at-tempt to salvage these parts. They are not reusable.Replace any of the overdrive unit snap rings if dis-torted or damaged.

Fig. 30 Clutch Drum Inner Retaining Ring Removal

Fig. 31 Clutch Drum Outer Retaining Ring Removal

Fig. 32 Marking Annulus Gear And Output Shaft ForAssembly Alignment

Fig. 33 Annulus Gear Removal


Minor nicks or scratches on components can besmoothed with crocus cloth. However, do not attemptto reduce severe scoring on any components withabrasive materials. Replace severely scored compo-nents; do not try to salvage them.

Check condition of the park lock components andthe overdrive case (Fig. 36).

Replace the case if cracked, scored, or damaged.Replace the park lock pawl, plug, or spring if worn ordamaged. Be sure the bullet at the end of the parklock rod is in good condition. Replace the rod if thebullet is worn or the rod itself is bent or distorted.Do not attempt to straighten the rod.

Check the bushings in the overdrive case. Replacethe bushings if severely scored or worn. Also replacethe case seal if loose, distorted, or damaged.

Examine the overdrive and direct clutch discs andplates (Fig. 34). Replace the discs if the facing isworn, severely scored, or burned and flaking off. Re-place the clutch plates if worn, heavily scored, orcracked. Check the lugs on the clutch plates for wear.The plates should slide freely in the drum. Replacethe plates or drum if binding occurs.

Check condition of the annulus gear, direct clutchhub, clutch drum and clutch spring (Fig. 34). Replacethe gear, hub and drum if worn or damaged. Replacethe spring if collapsed, distorted, or cracked.

Be sure the splines and lugs on the gear, drum andhub are in good condition. The clutch plates anddiscs should slide freely in these components.

Inspect the thrust bearings and spring plate (Fig.34). Replace the plate if worn or scored. Replace thebearings if rough, noisy, brinneled, or worn.

Inspect the planetary gear assembly and the sungear and bushings (Fig. 34). If either the sun gear orthe bushings are damaged, replace the gear andbushings as an assembly. The gear and bushings arenot serviced separately.

The planetary carrier and pinions must be in goodcondition. Also be sure the pinion pins are secure andin good condition. Replace the carrier if worn or dam-aged.

Inspect the overrunning clutch and race. The racesurface should be smooth and free of scores. Replacethe overrunning clutch assembly or the race if eitherassembly is worn or damaged in any way.

Inspect the output shaft and governor components(Fig. 36). Replace the shaft pilot bushing and innerbushing if damaged. Replace either shaft bearing ifrough or noisy. Replace the bearing snap rings if dis-torted or cracked.

Check the machined surfaces on the output shaft.These surfaces should clean and smooth. Very minor

Fig. 34 Overdrive Geartrain Components


nicks or scratches can be smoothed with crocus cloth.Replace the shaft if worn, scored or damaged in anyway.

Inspect the output shaft bushings (Fig. 36). Thesmall bushing is the intermediate shaft pilot bush-ing. The large bushing is the overrunning clutch hubbushing. Replace either bushing if scored, pitted,cracked, or worn.

The bushings can be removed with ‘‘blind holepuller tools’’ such as Snap-On set CG40CB for smallbushings and set CG46 for large bushings. Newbushings can be installed with tools from an all pur-pose installer kit such as the Snap-On A257 bushingdriver set.

GOVERNOR OVERHAUL

Governor ChangesA 3-stage governor weight assembly is now in pro-

duction. The assembly consists of an outer weight, asmaller weight spring and inner weight, and a newintermediate weight. The sleeve-like intermediateweight fits inside the outer weight; the inner weightnow fits inside the intermediate weight.

A steel outer weight was used in early models. Cur-rent production models have an aluminum outerweight. Only the aluminum weight assembly will besupplied for service.

The governor body was also changed. A retainerwasher was added to help secure the outer weight inthe bore; the washer backs up the original snap ringwhich is still used. The governor body on was alsochanged. The weight assembly bore is slightly longeron these models. Only the new style governor bodywill be supplied for service.

Fig. 35 Overdrive Case And Park Lock Components

Fig. 36 Output Shaft Bushing Location


GOVERNOR DISASSEMBLY(1) Remove snap ring and washer that retain gov-

ernor weight assembly in governor body (Fig. 38).(2) Remove governor weight assembly from gover-

nor body.(3) Note position of governor body on drive for in-

stallation reference.(4) Clamp edge of governor drive in vise equipped

with brass protective jaws. Then loosen governorbody attaching bolts.

(5) Remove bolts attaching governor body to drive.(6) Remove governor body (Fig. 39).(7) Remove filter from governor drive. Note posi-

tion of filter for assembly reference (Fig. 39).(8) Disassemble governor weight components:

(a) Remove inner weight and intermediateweight from outer weight.

(b) Position intermediate weight on suitable sizesocket (Fig. 40).

(c) Push inner weight downward with nut drivertool. Then remove inner weight snap ring withSnap Ring Plier Tool 6823 (Fig. 40).

(d) Remove inner weight and spring from inter-mediate weight.

Fig. 37 Governor Components

Fig. 38 Retainer Washer And Snap Ring Removal


Governor InspectionCheck condition of the governor components. Check

operation of the governor valve, weights and shaft.The valves and weights should slide freely in thegovernor body.

Check condition of the governor drive seal rings.Replace the seal rings only if they exhibit wear ordamage. Be sure the seal ring grooves in the driveare in good condition as well.

Inspect the governor support and oil pressuretubes. The tubes must not be pinched, kinked, col-lapsed, or distorted. Blow them out with compressedair to clear them. The tubes are designed to be a slipfit in the piston retainer boss. Do not modify the tubeends in an effort to make them fit tighter. Bothtubes are an integral part of the support. Donot attempt to remove them. Replace the sup-port and oil tubes as an assembly if either partis damaged.

Check condition of the governor snap rings. Re-place any snap ring that appears bent or distorted, orcondition is doubtful.

Inspect the governor body for damage. Replace it ifcracked, or if the bores are worn.

GOVERNOR ASSEMBLY(1) Lubricate governor components with Mopar

ATF Plus transmission fluid during assembly.(2) Install new seal rings on governor drive as fol-

lows:(a) Compress (squeeze) each seal over center be-

fore installation (Fig. 41); this provides tighter ringfit on drive.

(b) Carefully work seal into each groove of drive.Avoid overspreading seals during installation to en-sure tight fit.

(c) Verify that diagonally cut ring ends are prop-erly interlocked (Fig. 42).

(d) Stagger position of seal ring ends so they areat least 30° apart. Ring ends must not be aligned.

(2) Insert filter in governor drive. Filter goes inhole to right of key slot (Fig. 43).

(3) Align and position governor body on drive. Besure filter is seated in recess in governor body (Fig.43).

(4) Apply 1-2 drops of Mopar Lock N’ Seal, or Loc-tite 242 to threads of all four governor body attach-

Fig. 39 Governor Body And Filter Position On Drive

Fig. 40 Inner Weight Snap Ring Removal/Installation

Fig. 41 Compressing Seal Rings


ing bolts. Then install and tighten governor bodybolts snug but not to specified torque at this time.

(5) Assemble governor weight components (Fig.44).

(a) Be sure weights are clean; then lubricatethem with ATF Plus.

(b) Insert spring and inner weight in intermedi-ate weight. Position intermediate weight on suit-able size socket (Fig. 40).

(c) Press inner weight downward with nutdriverand install inner weight snap ring with Tool 6823(Fig. 40).

(d) Set weight assembly aside temporarily.Assembly will not be installed until after gov-ernor drive is seated on output shaft.

(6) Lubricate seal rings, drive hub and governorbody bores with Mopar ATF Plus. Then set assemblyaside until final installation on output shaft.

DIRECT CLUTCH AND GEARTRAIN ASSEMBLY(1) Soak direct clutch and overdrive clutch discs in

Mopar ATF Plus before installation. Also lubricategeartrain components with ATF Plus during reassem-bly.

Fig. 43 Governor Body And Filter Installation

Fig. 44 Governor Weight Components

Fig. 42 Governor Drive Seal Rings Installed


(2) Install new pilot bushing and clutch hub bush-ing in output shaft if necessary (Fig. 45). Lubricatenew (or old) bushings with petroleum jelly.

(3) Install front bearing and bearing snap ring onoutput shaft (Fig. 45)

(4) Align and install annulus gear on output shaft(Fig. 45).

(5) Install annulus snap ring (Fig. 45).

(6) Align and install clutch drum on annulus gear(Fig. 46). Be sure drum is engaged in annulus gearlugs.

(7) Install clutch drum outer retaining ring (Fig.46).

(8) Slide clutch drum forward and install inner re-taining ring (Fig. 47).

(9) Install overrunning clutch on hub (Fig. 48).Note that clutch only fits one way. Shoulder onclutch should seat in small recess at edge ofhub.

(10) Install thrust bearing on overrunning clutchhub (Fig. 49). Use petroleum jelly to hold bearing in

place during installation. Bearing fits one wayonly. Be sure bearing is seated squarely againsthub. Reposition bearing if it does not seatsquarely.

(11) Install overrunning clutch (Fig. 50). Insertsnap ring pliers in hub splines. Expand pliers to griphub. Then install assembly with counterclockwise,twisting motion.

(12) Install planetary gear in annulus gear (Fig.51). Be sure planetary pinions are fully seatedin annulus gear before proceeding.

(13) Install direct clutch spring plate on sun gear.Then secure plate to sun gear with snap ring (Fig.52). Shoulder side of plate should face outward andtoward front.

(14) Coat planetary thrust bearing and bearingcontact surface of spring plate with petroleum jelly.This will help hold bearing in place during installa-tion.

(15) Install planetary thrust bearing on sun gear(Fig. 53). Slide bearing onto gear and seat it against

Fig. 45 Annulus Gear And Snap Ring Installation

Fig. 46 Clutch Drum And Outer Retaining RingInstallation

Fig. 47 Clutch Drum Inner Retaining RingInstallation

Fig. 48 Assembling Overrunning Clutch And Hub


spring plate as shown. Bearing fits one way only.If it does not seat squarely against spring plate,remove and reposition bearing.

(16) Install assembled sun gear, spring plate andthrust bearing (Fig. 54). Be sure sun gear and thrustbearing are fully seated before proceeding.

(17) Align splines in hubs of planetary gear andoverrunning clutch with Alignment Tool 6227-2 (Fig.

55). Insert tool through sun gear and into splines ofboth hubs. Be sure alignment tool is fully seated be-fore proceeding.

(18) Install direct clutch spring. Be sure spring isproperly seated on spring plate (Fig. 55).

Fig. 49 Overrunning Clutch Thrust BearingInstallation


Fig. 51 Planetary Gear Installation

Fig. 52 Sun Gear And Spring Plate Assembly

Fig. 53 Planetary Thrust Bearing Installation


(19) Assemble direct clutch pack for installation onhub (Fig. 56).

(20) Install direct clutch reaction plate on clutchhub. Note that one side of reaction plate iscounterbored. Be sure this side faces rearward.Splines at rear of hub are raised slightly andcounterbore in plate fits over these splines.Plate should be flush with this end of hub (Fig.57).

(21) Install remainder of direct clutch componentsas follows:

(a) Install first clutch disc on reaction plate fol-lowed by a steel plate.

(b) Alternately install remaining clutch discs andsteel plates until required number of discs andplates are installed. 46RH requires 8 discs and 7steel plates (Fig. 56).

(c) Last clutch pack item installed is clutch pres-sure plate. Be sure plate is installed with shoulderside of plate facing upward (Fig. 58).(22) Install clutch hub and clutch pack on direct

clutch spring (Fig. 59).

(23) Mount geartrain assembly in shop press (Fig.60)

WARNING: THE NEXT STEP IN GEARTRAIN ASSEM-BLY INVOLVES COMPRESSING THE DIRECTCLUTCH HUB AND SPRING. IT IS EXTREMELY IM-PORTANT THAT PROPER EQUIPMENT BE USED TOCOMPRESS THE SPRING AS SPRING FORCE IS AP-PROXIMATELY 800 POUNDS. USE SPRING COM-PRESSOR TOOL C-6227-1 AND A HYDRAULIC-TYPESHOP PRESS WITH A MINIMUM RAM TRAVEL OF5-6 INCHES. THE PRESS MUST ALSO HAVE A BEDTHAT CAN BE ADJUSTED UP OR DOWN AS RE-QUIRED. RELEASE CLUTCH SPRING TENSIONSLOWLY AND COMPLETELY TO AVOID PERSONALINJURY.

Fig. 55 Direct Clutch Spring Installation

Fig. 56 Direct Clutch Pack Components



(24) Position Compressor Tool 6227-2 on clutch hub(Fig. 60).

(25) Slide direct clutch pack upwards on hub (Fig.60). Slide pack upward and set it partially on edge ofhub and compressor tool as shown in Figure 60.

Fig. 57 Correct Position Of Direct Clutch ReactionPlate

Fig. 58 Correct Position Of Direct Clutch PressurePlate

Fig. 59 Installing Assembled Direct Clutch Pack AndHub

Fig. 60 Mounting Geartrain Assembly In Shop Press


(26) Slowly compress clutch hub and spring (Fig.61). Compress spring and hub only enough to exposering grooves for clutch pack snap ring and clutch hubretaining ring.

(27) Realign clutch pack on hub and seat clutchdiscs and plates in clutch drum (Fig. 61).

(28) Install direct clutch pack snap ring (Fig. 62).Be very sure snap ring is fully seated in clutchdrum ring groove.

(29) Install clutch hub retaining ring (Fig. 63). Bevery sure retaining ring is fully seated in sungear ring groove.

(30) Slowly release press ram, remove compressortools and remove geartrain assembly.

OVERDRIVE GEARTRAIN AND CASE ASSEMBLY(1) Install front bearing and snap ring on output

shaft (Fig. 64). Be sure locating ring groove inbearing is toward rear of shaft. Otherwise,housing locating ring and bearing ring groovewill not align. Remove and reposition bearing ifnecessary.

(2) Install governor drive key in output shaft (Fig.

64). Use petroleum jelly to hold key in place if nec-essary.

(3) Install governor body and drive assembly onoutput shaft as follows (Fig. 65).

(a) Be sure drive key is fully engaged in shaftdrive slot.

(b) Align key with slot in governor drive andslide drive assembly into place. To avoid displacingdrive key, reach through weight opening in gover-nor body with fingers and guide key into place.(4) Install governor weight assembly in governor

body (Fig. 66).(5) Install retainer washer and snap ring that se-

cure governor weight assembly in governor body (Fig.67).

(6) Verify that governor valve shaft bores in gover-nor body and output shaft are aligned.

(7) Install governor valve in body bore. Large di-ameter end of valve faces outward. Then install gov-ernor valve shaft and secure it with E-clips.

Fig. 61 Seating Clutch Pack In Drum

Fig. 62 Direct Clutch Pack Snap Ring Installation

Fig. 63 Clutch Hub Retaining Ring Installation

Fig. 64 Front Bearing And Drive Key Installation


CAUTION: Be very sure the E-clips are fully seatedin the valve shaft grooves and that the roundedsides of the clips are facing outward. Otherwise, theclips will pop off the shaft causing a governor fail-ure.

(8) Install governor assembly snap ring (Fig. 68).(9) Tighten governor body attaching bolts to 11

Nzm (8 ft. lbs.) torque.(10) Install output shaft rear bearing in case and

install bearing snap ring. Be sure snap ring is fullyseated.

(11) Position park pawl and spring in case and in-stall park pawl shaft (Fig. 14). Verify that spring endis hooked to pawl and straight end of spring

(12) Install pawl shaft retaining bolt. Tighten boltto 27 Nzm (20 ft. lbs.) torque.

(13) Install park lock reaction plug. Note thatplug has locating pin at rear (Fig. 69). Be surepin is seated in hole in case before installingsnap ring.

(14) Install reaction plug snap ring (Fig. 70). Com-press snap ring only enough for installation; donot distort it.

Fig. 65 Governor Assembly Installation

Fig. 66 Installing Governor Weight Assembly

Fig. 67 Governor Weight Retainer Washer And SnapRing Installation

Fig. 68 Governor Snap Ring Installation

Fig. 69 Reaction Plug Locating Pin And Snap Ring


(15) Install alignment clip on governor tubes (Fig.71). Slide clip up against shoulder on each tube.

(16) Install governor support and pressure tubes incase (Fig. 72).

(17) Install governor support snap ring (Fig. 73).

(18) Install output shaft front bearing locating ringin case (Fig. 74).

(19) Support geartrain on Tool 6227-1 (Fig. 75). Besure tool is securely seated in clutch hub.

(20) Install overdrive unit case over geartrain (Fig.75).

(21) Expand front bearing locating ring with snapring pliers. Then slide case downward until locatingring locks in bearing groove and release snap ring.

(22) Install locating ring access plate and gasket inoverdrive unit case (Fig. 9).

OVERDRIVE CLUTCH INSTALLATION ANDADJUSTMENT

(1) Install overdrive clutch components as follows:(a) Install reaction ring first. Reaction ring is flat

with notched ends (Fig. 76).(b) Install wave spring on top of reaction ring.

Reaction ring and wave ring both fit in samering groove. Use screwdriver to seat each ring se-curely in groove.

(c) Install reaction plate (Fig. 77).(d) Install first clutch disc followed by first clutch

plate.

Fig. 70 Reaction Plug And Snap Ring Installation

Fig. 71 Positioning Governor Tube Alignment Clip

Fig. 72 Installing Governor Support And PressureTubes

Fig. 73 Installing Governor Support Snap Ring

Fig. 74 Front Bearing Locating Ring Installation


(e) Install remaining clutch discs and plates insame order.

(f) Verify clutch pack. Four clutch discs, 3steel plates, 1 reaction plate and 1 pressureplate are required.

(g) Install clutch pack pressure plate (Fig. 77).(h) Install clutch pack wire-type retaining ring

(Fig. 76).

(2) Place overdrive unit in vertical position. Mountit on blocks, or in workbench with appropriate sizemounting hole cut into it. Be sure unit is facing up-ward for access to direct clutch hub. Also be sure out-put shaft is not loaded and internal components aremoved rearward for accurate measurement.

(3) Determine correct thickness intermediateshaft spacer as follows:

(a) Insert Special Tool 6312 through sun gear,planetary gear and into pilot bushing in outputshaft. Be sure tool bottoms against planetaryshoulder.

(b) Position Gauge Tool 6311 across face of over-drive case (Fig. 78). Then position Dial CaliperC-4962 over gauge tool.

(c) Extend sliding scale of dial caliper downwardthrough gauge tool slot until scale contacts end ofGauge Alignment Tool 6312. Lock scale in place.Remove dial caliper tool and note distance mea-sured (Fig. 78).

(d) Select proper thickness end play spacer fromspacer chart based on distance measured (Fig. 79).

(e) Remove Gauge Alignment Tool 6312.

(4) Determine correct thickness overdrive pistonthrust plate as follows:

(a) Position Gauge Tool 6311 across face of over-drive case. Then position Dial Caliper C-4962 overgauge tool (Fig. 80).

Fig. 75 Installing Overdrive Case On Geartrain

Fig. 76 Overdrive Clutch Ring Identification

Fig. 77 Overdrive Clutch Pack Components

Fig. 78 Shaft End Play Measurement


(b) Measure distance to clutch hub thrust bear-ing seat at four points 90° apart. Then averagemeasurements by adding them and dividing by 4.

(c) Select and install required thrust plate frominformation in thrust plate chart (Fig. 81).(5) Leave Alignment Tool 6227-2 in place. Tool will

keep planetary and clutch hub splines in alignmentuntil overdrive unit is ready for installation on trans-mission.

Fig. 79 Intermediate Shaft End Play SpacerSelection

Fig. 80 Overdrive Piston Thrust Plate Measurement

Fig. 81 Overdrive Piston Thrust Plate Selection


NP231 TRANSFER CASE

INDEX

page page

General Information . . . . . . . . . . . . . . . . . . . . . . . 291NP231 Service Diagnosis . . . . . . . . . . . . . . . . . . 293Operating Ranges . . . . . . . . . . . . . . . . . . . . . . . . 292Overhaul Cleaning and Inspection . . . . . . . . . . . . 301Recommended Lubricant . . . . . . . . . . . . . . . . . . . 292Shift Linkage Adjustment . . . . . . . . . . . . . . . . . . . 294Shift Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . 292

Speedometer Service . . . . . . . . . . . . . . . . . . . . . 294Transfer Case Assembly . . . . . . . . . . . . . . . . . . . 303Transfer Case Disassembly and Overhaul . . . . . . 297Transfer Case Identification . . . . . . . . . . . . . . . . . 292Transfer Case Installation . . . . . . . . . . . . . . . . . . 296Transfer Case Removal . . . . . . . . . . . . . . . . . . . . 296Transfer Case Specifications . . . . . . . . . . . . . . . . 292

GENERAL INFORMATIONThe NP231 is a part-time transfer case with a low

range reduction gear system (Fig. 1). The NP231 has

three operating ranges plus a Neutral position. A lowrange system provides a reduction ratio for increasedlow speed torque capability.

Fig. 1 NP231 Transfer Case

ZJ NP231 TRANSFER CASE 21 - 291

Two versions of the NP231 are used. One versionretains the synchronizer components used in previ-ous models. A newer version does not have synchrocomponents.

OPERATING RANGESTransfer case operating ranges are:

• 2-wheel drive high (2H)• 4-wheel drive high (4H)• 4-wheel drive low (4L)

The 2H range is for use on all road surfaces. The4H and 4L ranges are for off-road use only. Use theseranges on low traction surfaces such as sand, dirt, orsnow/ice covered road surfaces only.

SHIFT MECHANISMOperating ranges are selected with a floor mounted

shift lever. The shift lever is connected to the trans-fer case range lever by an adjustable linkage rod.

A straight line shift pattern is used. Range posi-tions are marked on the shifter knob and bezel coverplate. A synchronizer assembly in the transfer caseallows the unit to be shifted between two and fourhigh ranges while in motion.

TRANSFER CASE IDENTIFICATIONA circular ID tag is attached to the rear case of

each NP231 transfer case (Fig. 2). The ID tag pro-vides the transfer case model number, assemblynumber, serial number and low range ratio.

The transfer case serial number also represents thedate of build. For example, a serial number of 11-7-94 would represent November 7, 1994.

RECOMMENDED LUBRICANTRecommended lubricant for the NP231 is Mopar

Dexron II. Do not use any type of anti-friction addi-tives in the NP231 transfer case. Use the recom-mended lubricant only.

NP231 lubricant capacity is approximately 1.2 li-ters (2.5 pints). Correct fill level is to the bottom edgeof the fill plug hole.

TRANSFER CASE SPECIFICATIONSThe NP231 transfer case torque specifications are

provided at the end of Group 21. Recommended lu-bricants and adjustments are included in the over-haul section.

Fig. 2 Transfer Case Identification Tag

21 - 292 NP231 TRANSFER CASE ZJ

NP231 SERVICE DIAGNOSIS


SHIFT LINKAGE ADJUSTMENT(1) Shift transfer case into 4L position.(2) Secure shift lever in 4L position.(3) Raise vehicle.(4) Loosen lock bolt that secures shift rod in ad-

justing swivel (Fig. 4).(5) Make sure shift rod slides freely in adjusting

swivel. Lube rod and swivel if necessary.(6) Verify that transfer case range lever is in 4L

detent.(7) Center pin on adjusting swivel in shift arm and

tighten lock bolt to 10 Nzm (90 in. lbs.) torque.(8) Lower vehicle just enough to enter vehicle. Be

sure all wheels are off shop floor. Then start engine,shift transmission into gear, and shift transfer casethrough all ranges to verify correct adjustment.











(2) Install new O-rings on speed sensor and speed-ometer adapter if necessary.



(5) Install speedometer pinion in adapter.

Fig. 3 Transfer Case Shift Linkage (Manual Transmission)


(6) Count number of teeth on speedometer pinion.Do this before installing assembly in housing. Thenlubricate pinion teeth with transmission fluid.


(8) Install speedometer assembly in housing.

Fig. 4 Transfer Case Shift Linkage (Automatic Transmission)



(9) Rotate adapter until required range numbersare at 6 o-clock position. Be sure range index num-bers correspond to number of teeth on pinion gear.



level if necessary.

TRANSFER CASE REMOVAL(1) Shift transfer case into Neutral.(2) Raise vehicle.(3) Drain transfer case lubricant.(4) Mark front and rear propeller shaft yokes for

alignment reference.(5) Place support stand under transmission.(6) Remove rear crossmember.(7) Disconnect front/rear propeller shafts at trans-

fer case.(8) Disconnect speed sensor and remove speedome-

ter adapter and sensor if necessary.(9) Disconnect transfer case shift lever from shift

lever rod.(10) Disconnect vent hose and electrical connec-

tors.(11) Support transfer case with transmission jack.(12) Remove nuts attaching transfer case to trans-

mission.(13) Secure transfer case to jack with chains.(14) Pull transfer case and jack rearward to disen-

gage transfer case.(15) Remove transfer case from under vehicle.

TRANSFER CASE INSTALLATION(1) Mount transfer case on a transmission jack. Se-

cure transfer case to jack with chains.(2) Position transfer case under vehicle.

(3) Align transfer case and transmission shafts andinstall transfer case on transmission (Fig. 7).

(4) Install and tighten transfer case attachingnuts. Tighten 5/16 nuts to 35 Nzm (26 ft. lbs.) torque.Tighten 3/8 nuts to 47 Nzm (35 ft. lbs.) torque.

(5) Install speedometer adapter, pinion, and speedsensor.

(6) Connect electrical wires to speed sensor.(7) Connect vent hose to transfer case vent (Fig. 8).(8) Align and connect propeller shafts. Tighten

shaft attaching bolts to 19 Nzm (170 in. lbs.) torque.(9) Fill transfer case with recommended lubricant.

Correct level is to bottom edge of fill plug hole.(10) Install rear crossmember if removed. Tighten

crossmember bolts to 41 Nzm (30 ft. lbs.) torque.


Fig. 8 Transfer Case Vent Hose Routing



(11) Remove transmission jack and transmissionsupport stand.

(12) Connect transfer case shift lever to shift leverrod.

(13) Check and adjust transfer case shift linkage ifnecessary.

(14) Lower vehicle.

TRANSFER CASE DISASSEMBLY AND OVERHAULTwo versions of the NP231 are used in cur-

rent models. One version retains the synchro-nizer components used in previous years. Anewly introduced version does not have syn-chro components. The non-synchro version isnot equipped with a synchro gear, struts,springs, or stop ring. During overhaul, notewhich version is being serviced and orderneeded parts accordingly.

(1) Remove fill and drain plugs. Also removespeedometer adapter and pinion if not previously re-moved.

(2) Remove front yoke. Discard yoke seal washerand nut. They should not be reused.

(3) Move transfer case range lever rearward to 4Lposition.

(4) Remove extension housing attaching bolts.(5) Tap extension housing in clockwise direction to

break sealer bead and remove housing (Fig. 1).

CAUTION: To avoid damaging the sealing surfacesof the extension housing and rear retainer, do notpry or wedge the housing off the retainer.

(6) Remove rear bearing snap ring (Fig. 2).(7) Remove rear retainer attaching bolts.

(8) Remove rear retainer. Position screwdriver un-der each tab on retainer housing (Fig. 3). Then care-fully pry retainer upward and off rear case.

CAUTION: Do not pry against the sealing surfacesof the retainer or rear case. The surfaces could bedamaged.

(9) Remove bolts attaching rear case to front case.Retain bolts and washers.

(10) Separate rear case from front case (Fig. 4) In-sert screwdrivers into slots cast in case ends. Thengently pry upward to break sealer bead and loosenrear case.


(11) Remove oil pump and rear case as an assem-bly (Fig. 5).

(12) Slide oil pickup tube screen out of case pocket.(13) Remove oil pump and pickup tube as assembly

(Fig. 6).

Fig. 1 Extension Housing Removal

Fig. 2 Rear Bearing Snap Ring Removal

Fig. 3 Rear Retainer Removal


(14) Disconnect screen from pickup tube and re-move screen (Fig. 7).

(15) Remove pickup tube from oil pump (Fig. 7).(16) Remove pickup tube O-ring from oil pump

(Fig. 8).(17) Remove mode spring (Fig. 9).(18) Tap front output shaft upward with rawhide

mallet to free it from shaft bearing.(19) Remove front output shaft and drive chain

(Fig. 10).

Fig. 4 Loosening Rear Case

Fig. 5 Rear Case And Oil Pump Removal

Fig. 6 Oil Pump And Pickup Tube Removal

Fig. 7 Removing Oil Screen And Pickup Tube

Fig. 8 Pickup Tube O-Ring Location


(20) Remove mainshaft, mode fork and shift rail asassembly d (Fig. 11).

(21) Remove mode fork and shift rail from synchrosleeve (Fig. 12).

(22) Remove hub snap ring and remove spacer ifequipped (Fig. 13).

Fig. 9 Mode Spring Removal

Fig. 10 Front Output Shaft And Drive ChainRemoval

Fig. 11 Removing Mainshaft, Mode Fork And ShiftRail

Fig. 12 Removing Mode Fork And Rail From Sleeve

Fig. 13 Hub Snap Ring And Spacer Removal


(23) Remove sleeve from hub (Fig. 14).

(24) Remove hub from mainshaft. On synchro mod-els, also remove synchro stop ring (Fig. 15).

(25) Remove drive sprocket (Fig. 16).

(26) Slide range fork pin out of shift sector (Fig.17).

(27) Remove range fork and shift hub (Fig. 18).(28) Remove range lever from sector shaft.(29) Remove shift sector (Fig. 19).

Fig. 14 Removing Sleeve From Hub

Fig. 15 Hub And Stop Ring Removal

Fig. 16 Drive Sprocket Removal/Installation

Fig. 17 Disengaging Range Fork

Fig. 18 Range Fork And Hub Removal/Installation

Fig. 19 Shift Sector Removal/Installation


(30) Remove sector shaft bushing and O-ring (Fig.20).

(31) Remove shift detent plunger, spring and plug(Fig. 21). Remove O-ring from plug after removal.

(32) Turn front case over and remove front bearingretainer bolts (Fig. 22).

(33) Remove front bearing retainer. Position screw-drivers in retainer slots and lift upward to loosenand remove retainer (Fig. 23).

(34) Remove input gear snap ring (Fig. 24).(35) Press input and low range gear assembly out

of input gear bearing with shop press (Fig. 25).(36) Remove low range gear snap ring (Fig. 26).(37) Remove retainer, thrust washers and input

gear from low range gear (Fig. 27).(38) Remove oil seals from rear retainer, rear ex-

tension housing, oil pump feed housing and casehalves.

(39) Remove magnet from pocket in front case.

OVERHAUL CLEANING AND INSPECTIONClean the transfer case components thoroughly

with solvent. Remove all traces of sealer from thecase and retainer seal surfaces.

Fig. 20 Removing/Installing Sector Shaft BushingAnd O-Ring

Fig. 21 Detent Component Removal

Fig. 22 Front Bearing Retainer Bolt Locations

Fig. 23 Removing Front Bearing Retainer

Fig. 24 Removing Input Gear Snap Ring


Clean the oil pickup screen with solvent. Shake ex-cess solvent from screen and allow it air dry. Usecompressed air to remove solvent residue from all oilfeed passages and channels in the case halves.

Inspect the splines and bearing surfaces on bothshafts. Replace either shaft as necessary if wear, ordamage is evident.

Check condition of the shift forks, fork pads andshift rail. Minor scratches/nicks on the rail can besmoothed with 320/400 grit emery cloth. Replace themode fork pads if worn. Replace the range fork if thepads are worn, missing, or damaged.

On synchro equipped models, inspect the synchrosleeve, hub, struts, springs, and the stop ring. Re-place worn, or damaged parts as necessary.

Do not attempt to salvage and reuse snap ringsthat were bent, or distorted. It is recommended thatall snap rings be replaced during overhaul.

Replace the front yoke nut as it should not be re-used. Also replace the rubber seal if worn, cut, ortorn.

Inspect the low range annulus gear (Fig. 28). Ifthe gear is damaged, replace the gear and frontcase as an assembly. Do not attempt to removethe gear.

Inspect the case halves, extension housing and re-tainers for cracks, porosity, or damaged sealing sur-faces.

Inspect the drive sprockets and drive chain care-fully. Replace the sprockets if worn, chipped, orcracked. Also replace the chain if distorted, binds atany point, or is stretched.

Replace the oil pump if any pump part is worn ordamaged. Do not disassemble the pump as parts arenot available separately. The pump is only availableas an assembly.

Inspect all of the transfer case bearings for wear,roughness, pitting, or galling. Replace worn or dam-aged bearings as outlined in the transfer case assem-bly procedures.

Clean the sealing (mating) surfaces of the casehalves, retainer and extension with a scraper, a wire

Fig. 25 Removing Input And Low Range GearAssembly

Fig. 26 Removing Low Range Gear Snap Ring

Fig. 27 Input And Low Range Gear Components

Fig. 28 Low Range Annulus Gear Location


brush and 3M All Purpose cleaning solvent. Thesesurfaces must be clean in order for the sealer to ad-here properly.

TRANSFER CASE ASSEMBLY

CAUTION: The bearing bores in various transfercase components contain oil feed holes. Be sure re-placement bearings do not block these feed holes.In addition, the drive sprocket, synchro hub andsleeve are different for non-synchro and synchromodels. Do not interchange these parts. Do not in-stall synchro struts or a stop ring in a non-synchromodel; this will cause the drive sprocket to bind onthe shaft and hub.

FRONT CASE ASSEMBLY(1) Lubricate components with automatic transmis-

sion fluid (or petroleum jelly where indicated) duringassembly.

(2) Remove front output shaft seal from front casewith crowfoot style pry tool (Fig. 29).

(3) Remove snap ring retaining front output shaftfront bearing in case (Fig. 30).

(4) Tap old front output shaft bearing out of frontcase with plastic mallet. Install new bearing withTool Handle C-4171 and Installer Tool 5064 (Fig. 31).

(5) Secure front output shaft bearing in front casewith new snap ring (Fig. 30).

(6) Install new front output shaft seal in front casewith suitable size socket or installer tool.

(7) If front output shaft rear bearing is to be re-placed, install new bearing as follows:

(a) Remove bearing from rear case with BearingRemover MD-998346 and two suitable sizewrenches (Fig. 32).

(b) Seat new bearing in rear case with Tool Han-dle C-4171 and Bearing Installer 5063 (Fig. 33).

(8) Remove input gear bearing from front casewith Tool Handle C-4171 and Tool C-4210, 7828, or5062. Use tool that is best fit in bearing (Fig. 34).

Fig. 29 Front Output Shaft Oil Seal Removal

Fig. 30 Removing/Installing Front Output ShaftBearing Snap Ring

Fig. 31 Installing Front Output Shaft Front BearingIn Case

Fig. 32 Front Output Shaft Rear Bearing Removal


(9) Turn front case over.(10) Start bearing in case by hand. Then seat bear-

ing with Tools C-4171 and C-4210, or 7828 until snapring seats against case surface (Fig. 35).

INPUT AND LOW RANGE GEAR ASSEMBLYAND INSTALLATION

(1) Remove mainshaft pilot bearing from inputgear with Tool MD-998346 as follows:

(a) Turn puller tool bolt until jaws retractenough to fit into bearing (Fig. 36).

(b) Insert puller bolt and jaws into bearing. Thenturn puller bolt clockwise so ramp on bolt spreadsjaws forcing them under bearing (Fig. 37).

(c) Install puller bridge over puller bolt (Fig. 38).Then install flat washer and nut on bolt.

(d) Hold puller bridge from turning by hand orwith locking pliers. Then tighten nut on puller boltin clockwise direction to draw bearing out of inputgear (Fig. 39).

Fig. 33 Front Output Shaft Rear Bearing Installation

Fig. 34 Input Gear Bearing Removal

Fig. 35 Input Gear Bearing Installation

Fig. 36 Puller Jaws In Retracted Position

Fig. 37 Puller Bolt And Jaws Seated Under NeedleBearing


(2) Install new needle bearing in input gear withTool Handle C-4171 and Installer 5065 (Fig. 40).

(3) Lubricate and install thrust washers, inputgear and retainer in low range gear (Fig. 41). Theninstall retainer snap ring. Be sure snap ring isfully seated before proceeding.

(4) Align and install input/low range gear assem-bly in case. Use hammer handle to tap low rangegear into annulus and input gear into bearing if nec-essary.

(5) Install input gear snap ring (Fig. 42).(6) Install new oil seal in input bearing retainer

with suitable size installer tool (Fig. 43).

(7) Apply 3 mm (1/8 in.) wide bead of Mopar Gas-ket Maker, silicone adhesive/sealer, or Loctite 518 tofront bearing retainer seal surface (Fig. 44).

Fig. 38 Installing Puller Bridge

Fig. 39 Removing Mainshaft Pilot Bearing FromInput Gear

Fig. 40 Installing Mainshaft Pilot Bearing In InputGear

Fig. 41 Input And Low Range Gear Components

Fig. 42 Installing Input Gear Snap Ring


(8) Align oil channel in retainer with oil feed holein case (Fig. 45).

(9) Install input (front) bearing retainer on frontcase (Fig. 46). Tighten retainer bolts to 21 Nzm (16 ft.lbs.) torque.

SHIFT SECTOR, RANGE FORK AND SLEEVEINSTALLATION

(1) Install new sector shaft O-ring and retainerbushing (Fig. 47).

(2) Install shift sector in the case (Fig. 48).

(3) Install range lever and lever attaching nut onshift sector. Tighten attaching nut to 30 Nzm (22 ft.lbs.) torque.

Fig. 43 Installing Input Bearing Retainer Oil Seal

Fig. 44 Applying Sealer Bead To Bearing Retainer

Fig. 45 Aligning Retainer Oil Channel With FeedHole In Case

Fig. 46 Bearing Retainer Installation

Fig. 47 Installing Sector O-Ring And RetainerBushing


(4) Install detent plunger, spring and plug (Fig.49). Tighten plug to 20 Nzm (15 ft. lbs.) torque.

(5) Inspect pads on range fork (Fig. 50). Be surepads are secure and in position. Replace fork as anassembly if pads are worn through, or broken.

(6) Assemble range fork and shift hub (Fig. 51).(7) Engage range fork pin in shift sector slot (Fig.

52).(8) Insert shift hub in low range gear. Be sure hub

is fully seated.

MAINSHAFT ASSEMBLY(1) If drive sprocket bearings are to be replaced,

remove and install them as follows:(a) Press both bearings out of sprocket simulta-

neously with Tool Handle C-4171 and Remover ToolC-4667, or 5066 (Fig. 53).

(b) Before installing new bearings, refer to Fig-ure 54 and note correct bearing position insprocket. Bearings must also be installed in propersequence. Install front bearing first and rear bear-ing last.

CAUTION: Do not press the bearings any fartherinto the sprocket than indicated in Figure 54. Thebearings could block the mainshaft oil feed hole ifpressed too deeply into the sprocket.

Fig. 48 Shift Sector Installation

Fig. 49 Installing Detent Plunger, Spring And Plug

Fig. 50 Range Fork Pad Locations

Fig. 51 Assembling Range Fork And Shift Hub

Fig. 52 Seating Range Fork Pin In Shift Sector Slot


(c) Install new front bearing first. Press bearingflush with edge of sprocket bore (Fig. 55).

(d) Install new rear bearing (Fig. 56). Pressbearing in until 4.6 mm (3/16 in.) below edge ofbore as shown in Figure 46.

(2) On synchro models, install struts and spring(s)in hub (Fig. 57).

Fig. 53 Drive Sprocket Bearing Removal

Fig. 54 Correct Bearing Position In Drive Sprocket

Fig. 55 Drive Sprocket Front Bearing Installation

Fig. 56 Drive Sprocket Rear Bearing Installation

Fig. 57 Installing Synchro Springs And Struts InHub


(3) Lubricate drive sprocket bearings, stop ringand hub with automatic transmission fluid. Bearingscan also be lubricated with petroleum jelly if desired.

(4) Install sprocket, stop ring (synchro modelsonly) and hub on mainshaft (Fig. 58). Be sure toseat hub struts on stop ring lugs.

(5) Install spacer washer on hub, if equipped.(6) Install new hub retaining snap ring (Fig. 59).

MAINSHAFT AND MODE FORK INSTALLATION(1) Install sleeve on hub. Be sure sleeve is in-

stalled with beveled spline ends facing stop ring andshort end of sleeve toward rear of shaft. In addition,on synchro models, be sure a sleeve tooth is alignedwith each synchro strut (Fig. 60).

CAUTION: Correct sleeve alignment is important toproper shifting on synchro models. Be sure asleeve tooth is aligned (centered) over each syn-chro strut (Fig. 60). Gear clash will occur if thestruts and sleeve teeth are misaligned.

(2) Install new pads on mode fork.(3) Engage mode fork in sleeve (Fig. 61).(4) Install mode fork-mainshaft assembly in case

(Fig. 61). Be sure the mode fork rail is seated in casebore.

(5) Lift mainshaft upward about 2.54 cm (1-inch).(6) Position front output shaft in drive chain.(7) Install chain on drive sprocket and start front

shaft into front bearing at same time (Fig. 62).(8) Seat mainshaft and front output shaft (Fig. 54).

If front shaft is hard to seat, lift mainshaft slightly toallow front shaft to seat.

(9) Reseat mainshaft in input gear and seat sleeveon hub if necessary.

(10) Install mode spring on shift rail (Fig. 63).

Fig. 58 Sprocket, Stop Ring And Hub Installation

Fig. 59 Hub Retaining Snap Ring Installation

Fig. 60 Correct Synchro Strut And Sleeve Alignment(Synchro Models Only)


OIL PUMP, REAR CASE, REAR RETAINER ANDEXTENSION INSTALLATION

(1) Install new seal in oil pump feed housing withSpecial Tool 7888 (Fig. 64).

(2) Install new pickup tube O-ring in oil pump(Fig. 65).

(3) Prime oil pump by pouring transmission fluidinto pump through pickup tube opening.

(4) Insert pickup tube in oil pump. Then attach oilscreen and connecting hose to pickup tube (Fig. 66).

(5) Install assembled pump, pickup tube andscreen in rear case. Be sure screen is seated in caseslot as shown (Fig. 66).

(6) Install magnet in front case pocket.(7) Clean sealing surfaces of rear case front case,

retainer and extension. Use 3M all purpose cleaneror equivalent product.

(8) Apply 3 mm (1/8 in.) wide bead of Mopar gas-ket maker, silicone adhesive sealer, or Loctite 518 tosealing surface of front case.

Fig. 61 Installing Mainshaft And Mode ForkAssembly

Fig. 62 Installing Drive Chain And Front OutputShaft

Fig. 63 Installing Mode Spring On Shift Rail


Fig. 65 Pickup Tube O-Ring Installation


(9) Align and install rear case/oil pump assemblyon front case (Fig. 67). Be sure case locating dowelsare in place and that mainshaft splines are engagedin oil pump inner gear.

(10) Install and tighten front case-to-rear case at-taching bolts to 27-34 Nzm (20-25 ft. lbs.) torque. Besure to install a washer under each bolt used atcase dowel locations.

(11) Install output bearing in rear retainer. Tap oldbearing out of retainer with hammer and brass drift.Then install new bearing with Tool Handle C-4171and Installer 5064 (Fig. 68).

(12) Apply 3 mm (1/8 in.) wide bead of Mopar gas-ket maker, silicone adhesive sealer, or Loctite 518 toflange surface of rear retainer.

(13) Align and install rear retainer on rear case.Install and tighten retainer bolts to 27-34 Nzm (20-25ft. lbs.) torque.

(14) Install new output bearing snap ring (Fig. 69).Lift mainshaft slightly to seat snap ring in shaftgroove if necessary.

(15) Remove extension housing seal if not removedpreviously.

(16) Remove extension housing bushing with Bush-ing Installer Tools C-4171 and 7889-A (Fig. 70).

(17) Install new extension housing bushing withInstaller Tools C-4171 and 5066 (Fig. 71).

(18) Install new seal in extension. Use suitablesize socket, or installer tool to seat seal.

(19) Apply 3 mm (1/8 in.) wide bead of Mopar gas-ket maker, silicone adhesive sealer, or Loctite 518 tomounting surface of extension housing.

Fig. 66 Pickup Tube, Oil Screen And PumpInstallation

Fig. 67 Installing Rear Case On Front Case

Fig. 68 Installing Mainshaft Rear Bearing In RearRetainer

Fig. 69 Installing Output (Rear) Bearing Snap Ring


(20) Align and install extension on retainer. Theninstall and tighten extension bolts to 27-34 Nzm(20-25 ft. lbs.) torque.

(21) Install new seal on front output shaft (Fig.72).

(22) Install front yoke on front shaft. Secure yokewith replacement nut. Tighten nut to 149 Nzm (110ft. lbs.) torque.

(23) Install replacement gasket on indicator/vac-uum switch and install switch in front case. Tightenswitch to 27-34 Nzm (20-25 ft. lbs.) torque.

(24) Install and tighten drain plug to 47 Nzm (35ft. lbs.) torque.

(25) Install speedometer pinion and adapter andspeed sensor.

(26) Fill transfer case with Mopar Dexron II. Cor-rect level is to bottom edge of fill plug hole.

(27) Install and tighten fill plug to 41 Nzm (35 ft.lbs.) torque.

Fig. 70 Extension Housing Bushing Removal

Fig. 71 Extension Housing Bushing Installation

Fig. 72 Front Shaft Seal Installation


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LEGEND FOR NP231 TRANSFER CASE


NP242 TRANSFER CASE

INDEX

page page

General Information . . . . . . . . . . . . . . . . . . . . . . . 315Operating Ranges . . . . . . . . . . . . . . . . . . . . . . . . 315Overhaul Cleaning and Inspection . . . . . . . . . . . . 328Shift Linkage Adjustment . . . . . . . . . . . . . . . . . . . 318Speedometer Service . . . . . . . . . . . . . . . . . . . . . 318Transfer Case Assembly . . . . . . . . . . . . . . . . . . . 329Transfer Case Changes . . . . . . . . . . . . . . . . . . . . 316

Transfer Case Disassembly and Overhaul . . . . . . 321Transfer Case Fill Level . . . . . . . . . . . . . . . . . . . . 316Transfer Case Identification . . . . . . . . . . . . . . . . . 315Transfer Case Installation . . . . . . . . . . . . . . . . . . 320Transfer Case Lubricant . . . . . . . . . . . . . . . . . . . 316Transfer Case Removal . . . . . . . . . . . . . . . . . . . . 320

GENERAL INFORMATIONThe NP242 is a full and part time transfer case

with four operating ranges (Fig. 1). The NP242 pro-vides both 2-wheel drive and full time 4-wheel driveoperation.

The differential has a locking mechanism for undif-ferentiated 4-wheel drive in low range. A low rangegear reduction system provides increased low speedtorque capability.

OPERATING RANGESThe NP242 transfer case operating ranges are:

• 2WD (2-wheel drive)• 4x4 part-time• 4x4 full time• 4 Lo (4-wheel drive low).

The 2WD and 4x4 full time ranges are for use onany road surface at any time.

The 4x4 part time and 4 Lo ranges are for off roaduse only. They are not for use on hard surface roads.

The only exception being when the road surface iscovered by ice and snow.

The low range reduction gear system is operativein 4 Lo range only. This range is for extra pullingpower in off road situations. Low range reduction ra-tio is 2.72:1.

SHIFT MECHANISMTransfer case operating ranges are selected with a

floor mounted shift lever. The shift lever is connectedto the transfer case range lever by an adjustablelinkage rod. Range positions are marked on theshifter bezel plate.

TRANSFER CASE IDENTIFICATIONA circular I.D. tag is attached to the rear case of

each NP242 transfer case (Fig. 2). The tag providesthe transfer case model number, assembly number,serial number and low range ratio.

The transfer case serial number also represents thedate of build. For example, a serial number of7-10-94 would represent July 10, 1994.


Fig. 2 Transfer Case I.D. Tag


TRANSFER CASE CHANGESThe only service change for 1995 involves the front

output seal which is new. The new seal does not havethe flange used on prior seals and affects seal instal-lation. The new seal must be seated below the edgeof the seal bore in the front case. Refer to the over-haul procedures for seal installation.

TRANSFER CASE LUBRICANTMopar Dexron II is the recommended lubricant for

the NP242 transfer case. Lubricant capacity is ap-proximately 1.4 liters (1.45 qts.).

TRANSFER CASE FILL LEVELCorrect fill level for the NP242 transfer case is to

the bottom edge of the fill plug hole.




SHIFT LINKAGE ADJUSTMENT(1) Move transfer case shift lever into Neutral po-

sition.(2) Raise vehicle on hoist that will allow all four

wheels to rotate freely.(3) Loosen trunnion lock bolt (Figs. 3 and 4).

Loosen bolt enough so selector rod slides freely intrunnion.

(4) Verify that shift lever on transfer case is inNeutral position.

(5) Tighten trunnion lock bolt to 8-14 Nzm (72-120in. lbs.) torque.

(6) Lower vehicle enough for entry into driver seatbut keep all wheels off shop floor.

(7) Verify correct linkage adjustment. Start engine,shift transmission into gear and shift transfer caseinto all ranges. Be sure transfer case is fully engagedin high and low range. Readjust linkage if necessary.

(8) Shut engine off and lower vehicle completely.




as assembly.(5) Remove speed sensor retaining screw and re-

move sensor from adapter.(6) Remove speedometer pinion from adapter. Re-

place pinion if worn, cracked, or chipped.(7) Inspect sensor and adapter O-rings (Fig. 5). Re-










(5) Install speedometer pinion in adapter.

(6) Count number of teeth on speedometer pinion.Do this before installing assembly in housing. Thenlubricate pinion teeth with transmission fluid.









level if necessary.


alignment reference.(5) Place support stand under transmission.(6) Remove rear crossmember.(7) Disconnect front/rear propeller shafts at trans-

fer case.(8) Disconnect speed sensor and remove speedome-


lever rod.(10) Disconnect vent hose and electrical connec-

tors.(11) Support transfer case with transmission jack.(12) Remove bolts attaching transfer case to trans-

mission.(13) Secure transfer case to jack with chains.(14) Pull transfer case and jack rearward to disen-



cure transfer case to jack with chains.(2) Position transfer case under vehicle.(3) Align transfer case and transmission shafts and

install transfer case on adapter (Fig. 7).(4) Install and tighten transfer case attaching

nuts. Tighten nuts to 35 Nzm (26 ft. lbs.) torque ifcase has 5/16 studs. Tighten nuts to 47 Nzm (35 ft.lbs.) torque if case has 3/8 studs.

(5) Install speedometer adapter, pinion, and speedsensor.

(6) Connect electrical wires to speed sensor.(7) Connect vent hose to transfer case vent (Fig. 8).(8) Align and connect propeller shafts. Tighten

shaft attaching bolts to 19 Nzm (170 in. lbs.) torque.





(9) Fill transfer case with Dexron II. Correct levelis to bottom edge of fill plug hole.

(10) Install rear crossmember if removed. Tightencrossmember bolts to 41 Nzm (30 ft. lbs.) torque.


(12) Connect transfer case shift lever to shift leverrod.

(13) Check and adjust transfer case shift linkage ifnecessary.

(14) Lower vehicle.

TRANSFER CASE DISASSEMBLY AND OVERHAUL(1) Remove fill and drain plugs.(2) Remove front yoke. Discard yoke seal washer

and nut.(3) Place transfer case range lever in 4L position.(4) Remove extension housing attaching bolts.(5) Tap extension housing in a clockwise direction

to break sealer bead and remove housing (Fig. 1).

CAUTION: To avoid damaging the sealing surfacesof the extension housing and rear retainer, do notattempt to pry or wedge the housing off the re-tainer.

(6) Remove rear bearing snap ring from mainshaft(Fig. 2). Discard snap ring.

(7) Remove rear retainer attaching bolts.

(8) Loosen rear retainer (Fig. 3). Position longscrewdriver under each tab at ends of retainer hous-ing and pry retainer upward.


Fig. 1 Extension Housing Removal

Fig. 2 Removing Rear Bearing Snap Ring

Fig. 3 Loosening Rear Retainer


(9) Lift rear retainer up and off case and mainshaft(Fig. 4).

(10) Remove bolts attaching rear case to front case.Retain bolts and the washers.

(11) Loosen rear case with two screwdrivers (Fig.5). Insert screwdrivers into slots cast in case ends.Then gently pry upward to break sealer bead.

CAUTION: Do not pry against the sealing surfacesof the front case or rear case. The surfaces couldbe damaged.

(12) Remove rear case and oil pump as assembly(Fig. 6).

(13) Slide oil screen (Fig. 7) out of case pocket.



Fig. 6 Rear Case And Oil Pump Removal

Fig. 7 Unseating Oil Screen


(14) Remove oil pump, pickup tube and oil screenfrom rear case (Fig. 8).

(15) Remove pickup tube and screen from pump.Do not disassemble oil pump; it is not repair-able. Pumps are serviced only as an assembly.

(16) Remove pickup tube O-ring from oil pump(Fig. 9).

(17) Remove and discard oil pump seal.(18) Remove magnet from front case.(19) Remove drive sprocket snap ring (Fig. 10).

(20) Remove drive sprocket and chain (Fig. 11).

Fig. 8 Oil Pump/Pickup Tube/Screen Removal

Fig. 9 Pickup Tube O-Ring Removal

Fig. 10 Drive Sprocket Snap Ring Removal

fig. 11 Drive Sprocket And Chain Removal


(21) Remove front output shaft (Fig. 12).

(22) Remove transfer case shift lever nut and lever.(23) Remove shift detent plug, spring and pin (Fig.

13)

(24) Remove seal plug from low range fork lockpinaccess hole. Then move shift sector to align low rangefork lockpin with access hole (Fig. 14).

(25) Remove range fork lockpin with size numberone easy-out tool. Grip easy-out tool with locking pli-ers and remove pin with counterclockwise, twist andpull motion (Fig. 14).

(26) Remove shift rail by pulling it straight up andout of fork (Fig. 15).

Fig. 12 Removing Front Output Shaft

Fig. 13 Detent Component Removal

Fig. 14 Low Range Fork Lockpin Removal

Fig. 15 Shift Rail Removal


(27) Remove mode fork and mainshaft as assembly(Fig. 16).

(28) Remove mode shift sleeve and mode fork as-sembly from mainshaft (Fig. 17). Note position ofmode sleeve in fork and remove sleeve.

(29) Remove intermediate clutch shaft snap ring(Fig. 18).

(30) Remove clutch shaft thrust ring (Fig. 19).

Fig. 16 Mode Fork And Mainshaft Removal

Fig. 17 Mode Fork And Sleeve Removal

Fig. 18 Intermediate Clutch Shaft Snap RingRemoval

Fig. 19 Clutch Shaft Thrust Ring Removal


(31) Remove intermediate clutch shaft (Fig. 20).

(32) Remove differential snap ring (Fig. 21).

(33) Remove differential (Fig. 22).

(34) Remove differential needle bearings and bothneedle bearing thrust washers from mainshaft.

(35) Slide low range fork pin out of shift sector slot(Fig. 23)

Fig. 20 Intermediate Clutch Shaft Removal

Fig. 21 Differential Snap Ring Removal

Fig. 22 Differential Removal

Fig. 23 Disengaging Low Range Fork


(36) Remove low range fork and hub (Fig. 24).

(37) Remove shift sector (Fig. 25).

(38) Remove shift sector bushing and O-ring (Fig.26).

(39) Remove front bearing retainer bolts.(40) Remove front bearing retainer. Carefully pry

retainer loose with screwdriver (Fig. 27). Positionscrewdriver in slots cast into retainer.

Fig. 24 Low Range Fork And Hub Removal

Fig. 25 Shift Sector Position

Fig. 26 Sector Bushing And O-Ring Removal



(41) Remove input gear snap ring (Fig. 28).

(42) Remove input/low range gear assembly frombearing with Tool Handle C-4171 and Tool 7829A(Fig. 29).

(43) Remove low range gear snap ring (Fig. 30).(44) Remove input gear retainer, thrust washers

and input gear from low range gear (Fig. 31).(45) Inspect low range annulus gear (Fig. 32).

Gear is not a serviceable component. If dam-aged, replace gear and front case as assembly.

(46) Remove oil seals from following components:• rear retainer• extension housing• oil pump• case halves

(47) Mark differential case halves for reference.

(48) Remove differential case bolts and separatetop case from bottom case. Use slots in case halves topry them apart (Fig. 33).

(49) Remove thrust washers and planet gears fromcase pins (Fig. 34).

(50) Remove mainshaft and sprocket gears frombottom case (Fig. 35). Note gear position for referencebefore separating them.

OVERHAUL CLEANING AND INSPECTIONClean the transfer case components thoroughly

with solvent. Remove all traces of sealer from thecase and retainer seal surfaces.

Fig. 28 Input Gear Snap Ring Removal

Fig. 29 Input And Low Range Gear AssemblyRemoval

Fig. 30 Low Range Gear Snap Ring Removal/Installation

Fig. 31 Low Range Gear Disassembly


Clean the oil pickup screen with solvent and allowit to air dry. Use compressed air to remove solventresidue from all oil feed passages and channels incase halves.

Inspect the differential gears, thrust washers andcase halves. Replace the mainshaft gear if the gearteeth or the brass ring on the underside of the gearare damaged. Replace the differential as an assemblyif the gears, case halves, or the pins in the lower casehalf are damaged.

Inspect the case halves, extension housing and re-tainers for cracks, porosity, or damaged sealing sur-

faces. Inspect the shafts, gears, chain and shiftcomponents for wear or damage.

Inspect all of the transfer case bearings for wear,roughness, pitting, or galling. Replace worn or dam-aged bearings as outlined in the assembly section.

TRANSFER CASE ASSEMBLY(1) Lubricate transfer case components with auto-

matic transmission fluid or petroleum jelly (where in-dicated) during assembly.

Fig. 32 Inspecting Low Range Annulus Gear

Fig. 33 Separating Differential Case Halves

Fig. 34 Planet Gears And Thrust Washer Removal

Fig. 35 Mainshaft And Sprocket Gear Removal


CAUTION: The bearing bores in various transfercase components contain oil feed holes. Be sure re-placement bearings do not block these feed holes.

(2) Remove snap ring that retains front outputshaft front bearing in case (Fig. 36). Then removebearing. Use hammer handle, or hammer and brasspunch to tap bearing out of case.

(3) Install new front output shaft bearing with ToolHandle C-4171 and Installer 8033A (Fig. 37).

(4) Install front bearing snap ring (Fig. 36).(5) Install new front output shaft oil seal with Tool

6888 or suitable size tool as follows:(a) Tap seal into bore until flush with upper edge

of case bore (Fig. 38).

(b) Seat seal 2.03 to 2.5 mm (0.080 to 0.100 in.)below top edge of seal bore in front case (Fig. 39).Tool 6888 will seat seal to desired depth. Checkseal depth with dial caliper.

CAUTION: Be sure the front output seal is seatedbelow the top edge of the case bore as shown (Fig.39). The seal could work loose if not seated to therecommended depth.

(6) Remove input gear bearing with Tool HandleC-4171 and Remover C-4210 (Fig. 40).

(7) Install snap ring on new input gear bearing.(8) Install new input gear bearing with shop press

and wood block. Install bearing far enough to seatsnap ring against case (Fig. 41).

(9) Remove input gear pilot bearing with slidehammer and internal puller (Fig. 42).

(10) Install new pilot bearing with Tool HandleC-4171 and Installer 5065 (Fig. 43).

Fig. 36 Front Output Shaft Front Bearing Snap RingRemoval

Fig. 37 Front Output Shaft Front Bearing Installation

Fig. 38 Starting Front Output Shaft Seal Into CaseBore

Fig. 39 Front Output Seal Installation Depth


(11) Assemble low range gear, input gear thrustwashers, input gear and input gear retainer (Fig. 44).

Fig. 40 Input Gear Bearing Removal

Fig. 41 Seating Input Gear Bearing

Fig. 42 Input Gear Pilot Bearing Removal

Fig. 43 Input Gear Pilot Bearing Installation

Fig. 44 Low Range And Input Gear Assembly


(12) Install low range gear snap ring (Fig. 45).

(13) Lubricate input gear and low range gears withautomatic transmission fluid.

(14) Start input gear shaft into front case bearing.(15) Press input gear shaft into front bearing.

CAUTION: Be sure the input gear installer tool isthe proper size. The wrong size tool could push theinput gear pilot bearing too far into the gear bore(Fig. 46). Also, do not press against the end sur-faces of the low range gear. The gear case andthrust washers could be damaged.

(16) Install new input gear snap ring (Fig. 47).

(17) Install new seal in front bearing retainer withTool Handle C-4171 and Installer 7884 (Fig. 48).Fig. 45 Install Low Range Gear Snap Ring

Fig. 46 Input Gear Installation

Fig. 47 Input Gear Snap Ring Installation

Fig. 48 Front Bearing Retainer Seal Installation


(18) Apply 3 mm (1/8 in.) wide bead of Mopar gasketmaker. silicone adhesive sealer, or Loctite 518 to sealsurface of front bearing retainer.

(19) Install front bearing retainer (Fig. 49).Tighten retainer bolts to 16 ft. lbs. (21 Nzm) torque.

(20) Install new sector shaft O-ring and bushing(Fig. 50).

(21) Install shift sector.(22) Install new pads in low range fork (Fig. 51).(23) Assemble low range fork and hub (Fig. 51).

(24) Position low range fork and hub in case. Besure low range fork pin is engaged in shift sector slot(Fig. 52).

(25) Lubricate differential components with auto-matic transmission fluid.

(26) Install sprocket gear in differential bottomcase (Fig. 53).

(27) Install differential planet gears and newthrust washers (Fig. 54). Be sure thrust washersare installed at top and bottom of each planetgear.

(28) Install differential mainshaft gear (Fig. 54).(29) Align and position differential top case on bot-

tom case (Fig. 55). Align using scribe marks made atdisassembly.

Fig. 49 Installing Front Bearing Retainer

Fig. 50 Sector O-Ring And Bushing Installation

Fig. 51 Assembling Low Range Fork And Hub

Fig. 52 Positioning Low Range Fork


(30) Install and tighten differential case bolts tospecified torque.

(31) Install first mainshaft bearing spacer onmainshaft (Fig. 56).

(32) Install bearing rollers on mainshaft (Fig. 56).Coat bearing rollers with generous quantity ofpetroleum jelly to hold them in place.

(33) Install remaining bearing spacer on mainshaft(Fig. 56). Do not displace any bearings while install-ing spacer.

Fig. 53 Installing Differential Sprocket Gear

Fig. 54 Installing Mainshaft And Planet Gears

Fig. 55 Differential Case Assembly

Fig. 56 Installing Mainshaft Bearing Rollers andSpacers


(34) Install differential (Fig. 57). Do not displacemainshaft bearings when installing differential.

(35) Install differential snap ring (Fig. 58).

(36) Install intermediate clutch shaft (Fig. 59).(37) Install clutch shaft thrust washer (Fig. 60).(38) Install clutch shaft snap ring (Fig. 61).(39) Inspect mode fork assembly (Fig. 62). Replace

pads and bushing if necessary. Replace fork tube ifbushings inside tube are worn or damaged. Also

check springs and slider bracket (Fig. 62). Replaceworn, damaged components.

(40) Install mode sleeve in mode fork (Fig. 63).Then install assembled sleeve and fork on mainshaft.Be sure mode sleeve splines are engaged in differen-tial splines.

(41) Install mode fork and mainshaft assembly incase (Fig. 64). Rotate mainshaft slightly to engageshaft with low range gears.

(42) Rotate mode fork pin into shift sector slot.

Fig. 57 Differential Installation

Fig. 58 Installing Differential Snap Ring

Fig. 59 Installing Intermediate Clutch Shaft

Fig. 60 Installing Clutch Shaft Thrust Washer


Fig. 61 Installing Clutch Shaft Snap Ring

Fig. 62 Mode Fork Assembly Inspection

Fig. 63 Installing Mode Fork And Sleeve

Fig. 64 Assembled Mainshaft And Mode ForkInstallation


(43) Install shift rail (Fig. 65). Be sure rail isseated in both shift forks.

(44) Rotate shift sector to align lockpin hole in lowrange fork with access hole in case.

(45) Insert an easy-out in range fork lockpin tohold it securely for installation (Fig. 66). Lockpin isslightly tapered on one end. Insert tapered endinto fork and rail.

(46) Insert lockpin through access hole and intoshift fork (Fig. 66). Then remove easy-out and seatthe pin with pin punch.

(47) Install plug in lockpin access hole.(48) Install transfer case shift lever and attaching

nut. Tighten nut to 30 Nzm (22 ft. lbs.) torque.(49) Install detent plunger, detent spring and de-

tent plug in case (Fig. 67).

(50) Install front output shaft (Fig. 68).(51) Install drive chain (Fig. 68). Engage chain

with front output shaft sprocket teeth.(52) Install drive sprocket (Fig. 68).(53) Engage drive sprocket teeth with chain. Then

engage sprocket splines with mainshaft splines.

(54) Install drive sprocket snap ring (Fig. 69).(55) Replace front output shaft rear bearing (Fig.

70). Remove bearing with internal puller and slide

Fig. 65 Shift Rail Installation

Fig. 66 Installing Low Range Fork Lockpin

Fig. 67 Detent Pin, Spring And Plug Installation

Fig. 68 Drive Chain And Sprocket Installation


hammer. Install new bearing with Tool HandleC-4171 and Installer 5066. Lubricate bearing afterinstallation.

(56) Install new seal in oil pump feed housing withSpecial Tool 7888 (Fig. 71).

(57) Install new pickup tube O-ring in oil pump(Fig. 72).

(58) Insert oil pickup tube in oil pump and attachoil screen and connecter hose to pickup tube. Theninstall assembled pump, tube and screen in rear case(Fig. 73). Be sure screen is seated in case slot asshown.

(59) Install magnet in front case pocket (Fig. 74).(60) Apply 3 mm (1/8 in.) wide bead of Mopar gas-

ket maker, silicone adhesive sealer, or Loctite 518 toseal surface of front case.

(61) Align and install rear case on front case. Besure case locating dowels are in place and that main-shaft splines are engaged in oil pump inner gear.

Fig. 69 Drive Sprocket Snap Ring Installation



Fig. 72 Pickup Tube O-Ring Installation


(62) Install and tighten front case-to-rear casebolts to 41 Nzm (30 ft. lbs.) torque. Be sure to in-stall a washer under each bolt used at casedowel locations.

(63) Tap rear retainer bearing out of retainer withhammer and brass drift.

(64) Install bearing in rear retainer with DriverHandle C-4171 and Installer 5064 (Fig. 75).

(65) Apply 3 mm (1/8 in.) wide bead of Mopar gas-ket maker, silicone adhesive sealer, or Loctite 518 toseal surface of rear retainer.

(66) Install locating dowel in rear retainer (if re-moved) and install retainer on the case. Tighten re-tainer bolts to 41 Nzm (30 ft. lbs.) torque.

(67) Install new rear bearing snap ring (Fig. 76).Lift mainshaft slightly to seat snap ring if necessary.

(68) Remove extension housing seal if not removed

previously.(69) Replace extension housing bushing (Fig. 77).

• Use Tools C-4171 and 7889-A to remove bushing• Use Tools C-4171 and 5066 to install bushing

(70) Install new extension housing oil seal withSpecial Tool 7891 (Fig. 78).

(71) Apply 3 mm (1/8 in.) wide bead of Mopar gas-ket maker, silicone adhesive sealer, or Loctite 518 toseal surface of extension housing.

Fig. 73 Oil Screen And Pickup Tube Installation

Fig. 74 Installing Case Magnet

Fig. 75 Installing Rear Bearing In Retainer

Fig. 76 Rear Bearing Snap Ring Installation


(72) Install extension housing on case. Tightenhousing bolts to 41 Nzm (30 ft. lbs.) torque.

(73) Install front yoke. Secure yoke with new sealwasher and nut. Tighten nut to 149 Nzm (110 ft. lbs.)torque.

(74) Install new gasket on vacuum switch and in-stall switch in case. Tighten switch to 27 Nzm (20 ft.lbs.) torque.

(75) Install speedometer components.(76) Install and tighten drain plug to 47 Nzm (35

ft. lbs.) torque.(77) After installing transfer case, refill with rec-

ommended lubricant.(78) Tighten fill plug to 47 Nzm (35 ft. lbs.) torque.(79) Adjust transfer case shift linkage.

Fig. 78 Seating Extension Housing Seal

Fig. 77 Extension Housing Bushing Replacement


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NP249 TRANSFER CASE

INDEX

page page

Component Cleaning and Inspection . . . . . . . . . . 357General Information . . . . . . . . . . . . . . . . . . . . . . . 343Recommended Lubricant and Fill Level . . . . . . . . 344Shift Linkage Adjustment . . . . . . . . . . . . . . . . . . . 344Speedometer Service . . . . . . . . . . . . . . . . . . . . . 345Transfer Case Assembly and Adjustment . . . . . . . 360

Transfer Case Changes . . . . . . . . . . . . . . . . . . . . 344Transfer Case Disassembly and Overhaul . . . . . . 348Transfer Case Identification . . . . . . . . . . . . . . . . . 344Transfer Case Installation . . . . . . . . . . . . . . . . . . 347Transfer Case Removal . . . . . . . . . . . . . . . . . . . . 347

GENERAL INFORMATIONThe NP249 is an all the time, transfer case with

two operating ranges and a neutral position (Fig. 1).

Operating ranges are 4-high and 4-low. The 4-lowrange is used for extra pulling power in off road sit-uations.

Engine torque is distributed to the front and rearaxles through a differential and viscous coupling. The



NP249 low range is provided by a gear reduction sys-tem for increased low speed, off road torque capabil-ity.

SHIFT MECHANISMTransfer case operating ranges are selected with a

floor mounted shift lever. The shift lever is connectedto the transfer case range lever by an adjustablelinkage rod. Range positions are marked on theshifter bezel plate.

TRANSFER CASE IDENTIFICATIONA circular I.D. tag is attached to the rear case of

each NP249 transfer case (Fig. 2). The tag providesthe transfer case model number, assembly number,serial number and low range ratio.

The transfer case serial number also represents thedate of build. For example, a serial number of8-12-94 would represent August 12, 1994.

RECOMMENDED LUBRICANT AND FILL LEVELMopar Dexron II is the recommended lubricant for

the NP249 transfer case. Approximate fluid refill ca-pacity is approximately 1.18 liters (2.50 pints).

Correct fill level is to the bottom edge of the fillplug hole.

TRANSFER CASE CHANGESThe only service change for 1995 involves the front

output seal which is new. The new seal does not havethe flange used on prior seals and affects seal instal-lation. The new seal must be seated below the edgeof the seal bore in the front case. Refer to the over-haul procedures for seal installation.

SHIFT LINKAGE ADJUSTMENT(1) Shift transfer case into Neutral position.

Fig. 2 Transfer Case I.D. Tag



(2) Raise vehicle on hoist that will allow all fourwheels to rotate freely.

(3) Loosen trunnion lock bolt (Figs. 3 and 4).Loosen bolt enough so selector rod slides freely intrunnion.

(4) Verify that shift lever on transfer case is inNeutral position.

(5) Tighten trunnion lock bolt to 11-20 Nzm (96-180in. lbs.) torque.

(6) Lower vehicle enough for entry into driver seatbut keep all wheels off shop floor.

(7) Verify correct linkage adjustment. Start engine,shift transmission into gear and shift transfer caseinto all ranges. Be sure transfer case is fully engagedin high and low range. Readjust linkage if necessary.

(8) Shut engine off and lower vehicle completely.






(6) Remove speedometer pinion from adapter. Re-place pinion if chipped, cracked, worn.

(7) Inspect sensor and adapter O-rings (Fig. 5). Re-move and discard O-rings if worn or damaged.

(8) Inspect terminal pins in speed sensor. Cleanpins with Mopar electrical spray cleaner if dirty oroxidized. Replace sensor if faulty, or pins are loose,severely corroded, or damaged.


















level if necessary.


alignment reference.(5) Place support stand under transmission.(6) Remove rear crossmember.(7) Mark propellers hafts for installation reference.

Then disconnect shafts at transfer case.(8) Disconnect speed sensor and remove speedome-


lever rod.(10) Disconnect vent hose and indicator switch. Re-

move hoses and wires from retainers on transfercase.

(11) Support transfer case with transmission jack.(12) Remove nuts attaching transfer case to trans-

mission adapter.(13) Secure transfer case to jack with safety

chains.(14) Pull transfer case and jack rearward to disen-



cure transfer case to jack with safety chains.(2) Position transfer case under vehicle.(3) Align transfer case and transmission shafts and

install transfer case on transmission (Fig. 7).(4) Install and tighten transfer case attaching nuts

(Fig. 7). Tighten 3/8 nuts to 41-47 Nzm (30-35 ft. lbs.).Tighten 5/16 nuts to 30-35 Nzm (22-26 ft. lbs.).

(5) Install speedometer adapter if removed duringservice (Fig. 8). Then index adapter and install speedsensor in adapter. Refer to In-Vehicle Service sectionfor indexing procedure.

(6) Connect electrical wires to speed sensor and in-dicator switch.

(7) Connect vent hose to transfer case vent (Fig. 9).





(8) Align and connect propeller shafts. Tightenshaft attaching bolts to 19 Nzm (170 in. lbs.) torque.

(9) Fill transfer case with Dexron II. Correct levelis to bottom edge of fill plug hole.

(10) Install rear crossmember if removed. Tightencrossmember bolts to 41 Nzm (30 ft. lbs.) torque.


(12) Connect transfer case shift lever to shift lever rod.(13) Check and adjust transfer case shift linkage if

necessary.(14) Lower vehicle.

TRANSFER CASE DISASSEMBLY AND OVERHAUL

TRANSFER CASE DISASSEMBLY(1) Position transfer case on shallow drain pan. Remove

drain plug and drain any lubricant remaining in case.(2) Remove front yoke nut and remove yoke (Fig. 1).

(3) Remove yoke seal washer from front outputshaft (Fig. 2).

(4) Remove rear retainer bolts (Fig. 3).

(5) Remove rear bearing locating ring access coverscrews, cover and gasket (Fig. 4).


Fig. 1 Front Yoke Removal

Fig. 2 Yoke Seal Washer Removal

Fig. 3 Rear Retainer Bolt Removal

Fig. 4 Locating Ring Access Cover And GasketRemoval


(6) Loosen rear retainer with pry tool to breaksealer bead. Pry only against retainer boss as shown(Fig. 5).

(7) Remove rear retainer as follows: Spread rearbearing locating ring with snap ring pliers (Fig. 6).Then slide retainer off mainshaft and rear bearing(Fig. 7).

(8) Remove speedometer drive gear (Fig. 8).(9) Remove rear bearing snap ring (Fig. 9).(10) Remove rear bearing (Fig. 10). Note position

of bearing locating ring groove for assembly refer-ence.

Fig. 5 Loosening Rear Retainer

Fig. 6 Disengaging Rear Bearing Locating Ring


Fig. 8 Speedometer Drive Gear Removal

Fig. 9 Rear Bearing Snap Ring Removal

Fig. 10 Rear Bearing Removal


(11) Disengage oil pickup tube from oil pump andremove oil pump assembly (Fig. 11).

(12) Mount transfer case on wood blocks so rearcase is facing upward (Fig. 12).

(13) Remove bolts attaching rear case to front case.Note that two end bolts are only ones that requirewashers (Fig. 13). These bolts serve as case-to-casealignment bolts.

(14) Loosen rear case with flat blade screwdriverto break sealer bead. Insert screwdriver blade onlyinto notches provided at each end of case (Fig. 14).

(15) Remove rear case (Fig. 15).

Fig. 11 Oil Pump Removal

Fig. 12 Supporting Transfer Case On Wood Blocks

Fig. 13 Rear Case Alignment Bolt Locations


Fig. 15 Rear Case Removal


(16) Remove oil pickup tube from rear case (Fig.16).

(17) Remove oil pump locating snap ring and vis-cous coupling snap ring from mainshaft (Fig. 17).

(18) Remove viscous coupling from mainshaft (Fig.18).

(19) Remove drive gear snap ring (Fig. 19).(20) Disengage drive gear (Fig. 20). Pry gear up-

ward and off mainshaft as shown.

Fig. 16 Oil Pickup Tube Removal

Fig. 17 Oil Pump And Viscous Coupling Snap RingLocations

Fig. 18 Viscous Coupling Removal

Fig. 19 Drive Gear Snap Ring Removal

Fig. 20 Disengaging Mainshaft Drive Gear


(21) Remove front output shaft, drive chain anddrive gear as assembly (Fig. 21).

(22) Remove detent plug, plug O-ring, detentspring and detent plunger (Fig. 22).

(23) Remove mainshaft and differential assembly(Fig. 23).

(24) Rotate shift sector so sector teeth face upward(Fig. 24).

(25) Remove range fork, rail and clutch sleeve asassembly (Fig. 25). Lift shift rail upward, rotate forkout of shift sector and remove assembly.

(26) Turn front case on side so front bearing re-tainer is accessible.

(27) Remove front bearing retainer bolts (Fig. 26).(28) Remove front bearing retainer as follows:

Loosen retainer with flat blade screwdriver to break

Fig. 21 Front Output Shaft, Drive Gear And ChainRemoval

Fig. 22 Detent Plug, Spring And Plunger Removal

Fig. 23 Mainshaft And Differential Removal

Fig. 24 Rotating Shift Sector

Fig. 25 Range Fork And Clutch Sleeve Removal


sealer bead. Then remove retainer from case andgear. To avoid damaging case and retainer, posi-tion screwdriver blade only in slots provided inretainer (Fig. 27).

(29) Remove snap ring that retains input gearshaft in front bearing (Fig. 28).

(30) Remove input and low range gear assembly(Fig. 29).

(31) Remove range lever locknut and remove leverand washer from shift sector shaft (Fig. 30).

(32) Remove shift sector. Rotate and tilt sector asneeded to remove it (Fig. 31).

(33) Remove magnet from case.

Fig. 26 Front Bearing Retainer Bolt Removal



Fig. 29 Input And Low Range Gear AssemblyRemoval

Fig. 30 Range Lever Removal


INPUT AND LOW RANGE GEAR DISASSEMBLY(1) Remove snap ring that retains input gear in

low range gear (Fig. 32).(2) Remove retainer (Fig. 33).(3) Remove front tabbed thrust washer (Fig. 34).(4) Remove input gear (Fig. 35).(5) Remove rear tabbed thrust washer from low

range gear (Fig. 36).


Fig. 31 Shift Sector Removal Fig. 33 Input Gear Retainer Removal

Fig. 34 Front Tabbed Thrust Washer Removal

Fig. 35 Input Gear Removal


MAINSHAFT AND DIFFERENTIALDISASSEMBLY

(1) Remove clutch shaft snap ring (Fig. 37).(2) Remove thrust ring (Fig. 38).(3) Slide clutch shaft off mainshaft (Fig. 39).

(4) Disengage snap ring that retains differential onmainshaft (Fig. 40). Work snap ring upward untilclear of gear teeth and ring groove.

(5) Retrieve snap ring from shaft and interior ofdifferential with pencil magnet (Fig. 41).

Fig. 36 Rear Tabbed Thrust Washer Removal

Fig. 37 Clutch Shaft Snap Ring Removal

Fig. 38 Thrust Ring Removal

Fig. 39 Clutch Shaft Removal

Fig. 40 Disengaging Differential Snap Ring

Fig. 41 Differential Snap Ring Removal


(6) Position drain pan or shop towels under differ-ential and mainshaft. Pan or towels will help catchand retain mainshaft needle bearings when differen-tial is removed from shaft.

(7) Slide differential off mainshaft (Fig. 42).(8) Remove needle bearings and spacers from

mainshaft (Fig. 43), or from interior of mainshaftgear. There should be 53 bearings and two spacers.Store bearings and spacers in clean cup or jar toavoid losing them.

DIFFERENTIAL DISASSEMBLY(1) Mark differential carriers with center punch or

paint mark for assembly reference (Fig. 44).(2) Remove differential bolts (Fig. 45). Use thin

wall, 12 point socket to remove bolts.(3) Separate differential carriers (Fig. 46). Use two

flat blade screwdrivers inserted in carrier slots toseparate.

(4) Remove pinion gears and thrust washers (Fig.47). Three short and three long gears are used. Alsonote that a thrust washer is used at each end of ev-ery pinion gear.

(5) Remove sprocket gear (Fig. 48).(6) Remove mainshaft gear (Fig. 49).

Fig. 42 Removing Differential From Mainshaft

Fig. 43 Mainshaft Needle Bearing And SpacerPosition

Fig. 44 Marking Differential Carriers

Fig. 45 Differential Bolt Removal

Fig. 46 Separating Differential Carriers

Fig. 47 Pinion Gear Positions


COMPONENT CLEANING AND INSPECTIONClean the transfer case components with parts

cleaning solvent. Flush the oil passages in the casesand drivetrain components with solvent. This willhelp remove dirt and particles from these passages.

Dry the transfer case components with compressedair or allow them to air dry on clean shop towels.

Apply compressed air through all oil passages inthe cases and gear components to clear them of anyresidue.

Mainshaft And DifferentialExamine the mainshaft and differential compo-

nents carefully for evidence of wear or damage.Replace the thrust washers and pinion gears if

worn or damaged.Replace the differential case halves as an assembly

if either case is worn or damaged, or if the gear teethin the rear half are damaged.

Replace the mainshaft and sprocket gears if theteeth or gear bores are worn or damaged.

Replace the mainshaft bearings if worn, flat spot-ted, brinnelled, or damaged in any way.

Replace the mainshaft if it exhibits wear or dam-age to the bearing surfaces, splines or gear teeth.

Input And Low Range GearsInspect the low range gear pinions and pinion pins.

Replace the low range gear if any of the pins or pin-ions are worn or damaged.

Inspect the thrust washers, retainer and snap ring.Replace the snap ring if bent, or distorted. Replacethe thrust washers and retainer if worn, cracked ordamaged in any way.

Examine the input gear carefully. Be sure the gearteeth and bearing surfaces are in good condition. Re-place the gear if wear or damage is evident.

Check the input gear pilot bearing. Rotate thebearing and check for roughness or noise. Also checkbearing position in the bore. The bearing should berecessed approximately 2.5 mm (0.100 in.) below thetop edge of the bore. The bearing should not beseated at the bottom of the bore. Replace the bearingif worn, or roughness is evident. Replace both thegear and bearing if the bearing is a loose fit in thebore.

Gear Cases And ExtensionExamine both case halves and the extension care-

fully. Replace the extension or either case half ifwear, cracks, or other damage is evident.

Check condition of the low range annulus gear andthe shift rail bushing in the front case (Fig. 50). Thelow range annulus gear is not a serviceable part. Re-place the gear and case as an assembly if the gear isloose, worn, or damaged. The shift rail bushing is aserviceable part and can be replaced if necessary.

Fig. 48 Sprocket Gear Removal

Fig. 49 Mainshaft Gear Removal

Fig. 50 Low Range Annulus Gear Location


Check the bushing in the rear extension. Replacethe bushing if worn or scored. A shop press and uni-versal type bushing driver set can be used for re-placement purposes.

Examine the sealing surfaces of both case halves andthe extension. Small burrs, or scratches on these surfacescan be reduced with crocus cloth or a fine tooth file.

Examine condition of the shift rail bushing in thefront case. If the bushing is worn or damaged, it canbe removed with a blind hole type puller. A replace-ment bushing can be installed with a suitable sizedriver. Recess the bushing slightly below the edge ofthe bore but do not seat it all the into the case.

GeartrainThe differential pinion gears and thrust washers

are serviceable components and can be replaced ifworn or damaged. The differential cases are also ser-viceable but must be replaced as a set if either caseis damaged.

Inspect the mainshaft splines, gear teeth and bear-ing surfaces carefully for evidence of wear, or dam-age. Replace the shaft if necessary. do not attempt tosalvage it if damaged.

The shift rail and range fork are an assembly. Replaceboth parts if either is damaged. However, the nylonpads in the fork can be replaced if worn, or cracked.

Inspect the transfer case snap rings closely. Do notattempt to salvage a distorted snap ring by straight-ening or reshaping it. Replace any snap ring that isdistorted, or worn.

Inspect the low range gear, input gear and the gearthrust washers retainer, and snap ring. The lowrange gear is serviced as an assembly only. Replacethe gear if the case or pinions are damaged.

During inspection, also make sure the seal surfaceof the input gear is in good condition. Minor nicks onthis surface can be reduced with crocus cloth. How-ever, replace the gear if the seal surface is severelyscored or worn.

The speedometer gear should be replaced if worn,cracked, or if the small spline teeth are worn.

Oil Pump And Viscous CouplingThe oil pump and viscous coupling are not service-

able components. Replace the coupling as an assem-bly if it is leaking or damaged. Replace the oil pumpas an assembly if the gear teeth are worn, or if thepump has become damaged.

Bearings And SealsThe transfer case seals should be replaced during

overhaul. Use new seals in the input gear bearing re-tainer, front case and rear extension. Also replace theyoke seal washer and the detent plug O-ring.

Check condition of each transfer case bearing. Re-place any bearing exhibiting signs of roughness,wear, or damage.

Bearing and seal replacement is described in the Trans-fer Case Bearing And Seal Replacement procedures.

TRANSFER CASE BEARING AND SEALREPLACEMENT

Replacing Output Shaft Front Bearing And SealRemove the seal from the front case with a pry

tool. Then remove the snap ring that retains thefront bearing in the front case (Fig. 51).

Use a rawhide mallet or drift to remove the oldbearing and install the new. Then reinstall the bear-ing snap ring.

Install the new front output shaft seal with Tool6888 or suitable size tool as follows:

(a) Tap seal into bore until flush with upper edgeof case bore (Fig. 52).

(b) Seat seal 2.03 to 2.5 mm (0.080 to 0.100 in.)below top edge of seal bore in front case (Fig. 53).

Fig. 51 Output Shaft Front Bearing Snap RingRemoval

Fig. 52 Starting Front Output Shaft Seal Into CaseBore


Tool 6888 will seat seal to desired depth. Checkseal depth with dial caliper.

CAUTION: Be sure the front output seal is seatedbelow the top edge of the case bore as shown (Fig.53). The seal could work loose if not seated to therecommended depth.

Replacing Front Output Shaft Rear BearingRemove the shaft rear bearing from the rear case

with Puller 7794A and Slide Hammer 7420 withAdapter 7420-8 (Fig. 54).

Install the new bearing with Tool Handle C-4171and Bearing Installer 7823 (Fig. 55). The bearingbore is chamfered at the top. Install the bearingso it is flush with the lower edge of this cham-fer (Fig. 56).

Replacing Front BearingAlthough the same tools are used to remove and in-

stall the bearing, the bearing is removed from differ-ent directions. Replace the bearing only as describedto avoid damaging the front case.

(1) Remove old bearing with Tool Handle C-4171and Bearing Driver 7823 (Fig. 57). Drive bearing outfrom case interior as shown.

(2) Install locating ring on new bearing, if neces-sary (Fig. 58).

(3) Position case so forward end is facing upward(Fig. 58).

(4) Install bearing with Tools C-4171 and 7823(Fig. 58). Bearing locating ring should be fully seatedagainst case surface.

Replacing Front Bearing Retainer SealRemove the old seal with a drift or pry bar. Then

install the new seal with Tool 7884 (Fig. 59).

Replacing Input Gear Pilot BearingThe old bearing can be removed with an internal-

type, two-jaw puller similar to MD998346 (Fig. 60).


Fig. 56 Rear Bearing Installation Depth

Fig. 53 Front Output Seal Installation Depth

Fig. 54 Front Output Shaft Rear Bearing Removal


The new bearing can be installed with tools similarto Driver Handle C-4171 and Installer 5064 (Fig. 61).

Replacing Rear Retainer Seal And BushingThe rear retainer seal and bushing are serviceable

parts. Both components are accessible once the re-tainer dust cap has been removed (Fig. 62).

Use a large pair of channel-lock pliers, or bluntpunch to remove the dust cap. If a punch is used,work around the entire cap edge to remove it evenlyfrom the retainer.

Remove the seal with a pry bar, drift, or punch.Then use a suitable size installer tool to position theseal in the retainer. The bushing can be replacedwith a universal type bushing driver set once theseal has been removed from the retainer.

TRANSFER CASE ASSEMBLY AND ADJUSTMENTLubricate the transfer case components with the

Mopar Dexron II during assembly operations.Use petroleum jelly to prelubricate and hold main-

shaft needle roller bearings and spacers in place. Pe-troleum jelly can also be used to lubricate seals,bushings and bearings during assembly.

Gaskets are not used in the NP249 transfer case.Instead, the mating surfaces of the case halves, re-tainer and extension are sealed with Mopar GasketMaker, silicone adhesive/sealer, or Loctite 518.

PREPARING FRONT CASE FOR ASSEMBLY(1) Support front case on wood blocks. Position

case so sector shaft bore and input gear bearing areaccessible.

(2) Lubricate sector shaft, shaft O-ring and shaftbore (in case) with petroleum jelly.

(3) Install sector in case (Fig. 63).(4) Lubricate shift rail bushing with light coat of

petroleum jelly, or transmission fluid. Do not over-lubricate bushing. Excess lubricant will flowinto bottom of bushing bore and prevent shift

Fig. 60 Removing Input Gear Pilot BearingFig. 57 Front Bearing Removal

Fig. 58 Front Bearing Installation

Fig. 59 Installing Seal In Front Bearing Retainer


rail from fully seating; this can also make it dif-ficult to seat rear case on front case.

(5) Lubricate bearings and seals in front case withrecommended lubricant.

(6) Install magnet in case.

INPUT—LOW RANGE GEAR ASSEMBLY ANDINSTALLATION

(1) Lubricate gears and thrust washers (Fig. 64)with recommended transmission fluid.

(2) Install first thrust washer in low range gear(Figs. 36 and 64). Be sure washer tabs are properlyaligned in gear notches.

(3) Install input gear in low range gear (Fig. 35).Be sure input gear is fully seated.

(4) Install remaining thrust washer in low rangegear and on top of input gear (Fig. 34). Be surewasher tabs are properly aligned in gear notches.

(5) Install retainer on input gear and install snapring.

(6) Align and install low range-input gear assem-bly in front case (Fig. 65). Be sure low range gearpinions are engaged in annulus gear and that inputgear shaft is fully seated in front bearing.

(7) Install snap ring on input gear shaft to securegear in bearing and case (Fig. 66).

RANGE FORK/CLUTCH SLEEVE ASSEMBLYAND INSTALLATION

(1) Install new pads on range fork (Fig. 67).(2) Lubricate range fork pads with light coat of pe-

troleum jelly.(3) Install clutch sleeve in range fork (Fig. 67).(4) Install assembled range fork and clutch sleeve

(Fig. 68). Insert range fork pin in sector. Then rotatesector and seat clutch gear in low range gear.

(5) Verify that range fork rail is seated in casebushing and that clutch sleeve is properly engaged inlow range gear.

Fig. 61 Installing Input Gear Pilot Bearing

Fig. 62 Rear Retainer Cap, Bushing And SealPosition

Fig. 63 Shift Sector Installation

Fig. 64 Input/Low Range Gear Components


DETENT INSTALLATION(1) Rotate sector to Neutral position.(2) Install new O-ring on detent plug (Fig. 69).(3) Lubricate detent plunger with transmission

fluid or light coat of petroleum jelly.

(4) Install detent plunger, spring and plug (Fig.69).

(5) Verify that plunger is properly engaged in sec-tor.

MAINSHAFT—DIFFERENTIAL ASSEMBLY ANDINSTALLATION

(1) Lubricate pins on front carrier (Fig. 70) withtransmission fluid or petroleum jelly.

(2) Install first set of thrust washers on front car-rier pins (Fig. 70).

(3) Install sprocket gear in front carrier (Fig. 70).(4) Install mainshaft gear in sprocket gear (Fig.

71).(5) Install pinion gears on carrier pins (Fig. 72). Be

sure short and long gears are installed on correctpins.

(6) Install remaining set of thrust washers on car-rier pins and on top of pinion gears (Fig. 72).

(7) Install differential front carrier on rear carrier.Align carriers with paint mark made at disassembly(Fig. 73).

Fig. 65 Input/Low Range Gear Installation

Fig. 66 Input Gear Snap Ring Installation

Fig. 67 Assembling Range Fork And Clutch Sleeve

Fig. 68 Range Fork And Clutch Sleeve Installation

Fig. 69 Shift Detent Components


(8) Install and tighten differential carrier bolts to17-27 Nzm (150-240 in. lbs.) torque.

(9) Install first needle bearing spacer in bore ofmainshaft gear (Fig. 74).

(10) Install remaining needle bearing spacer onmainshaft (Fig. 75). Seat spacer against shaft flange.

(11) Apply liberal quantity of petroleum jelly toneedle bearings and to bore of mainshaft gear (Fig.75). Petroleum jelly will prelubricate and hold bear-ings in place during assembly.

(12) Install mainshaft needle bearings in bore ofmainshaft gear (Fig. 75). A total of 53 bearings arerequired.

Fig. 70 Sprocket Gear And Thrust WasherInstallation

Fig. 71 Installing Mainshaft Gear

Fig. 72 Pinion Gear And Thrust Washer Installation

Fig. 73 Differential Carrier Alignment And Assembly

Fig. 74 Installing Bearing Spacer In Mainshaft Gear

Fig. 75 Installing Bearing Spacer And NeedleBearings


(13) Install mainshaft in differential (Fig. 76). Ro-tate shaft to verify that bearings were not displacedduring assembly. Also be sure that shaft is fullyseated in differential.

(14) Install mainshaft snap ring (Fig. 77).

(15) Install clutch shaft (Fig. 78).(16) Install thrust ring on end of mainshaft (Fig.

79). Be sure notch on ring seats in notch in shaft.(17) Install clutch shaft snap ring (Fig. 80). Be

sure snap ring is fully seated in ring groove.

(18) Install assembled mainshaft and differentialin low range gear and clutch gears (Fig. 81).

Fig. 76 Installing Mainshaft In Differential

Fig. 77 Differential Snap Ring Installation

Fig. 78 Clutch Shaft Installation

Fig. 79 Clutch Shaft Thrust Ring Installation

Fig. 80 Clutch Shaft Snap Ring Installation


DRIVE CHAIN—OUTPUT SHAFT—SPROCKETINSTALLATION

(1) Lubricate front output shaft-sprocket assembly,drive chain and drive sprocket with transmissionfluid.

(2) Assemble drive chain, drive sprocket and frontoutput shaft (Fig. 82).

(3) Start drive sprocket on mainshaft.(4) Guide front shaft into bearing and drive

sprocket onto mainshaft drive gear (Fig. 82).(5) Install drive sprocket snap ring (Fig. 83).

VISCOUS COUPLING INSTALLATION(1) Lubricate mainshaft splines with transmission

fluid.

(2) Install coupling on mainshaft (Fig. 84).(3) Install coupling retaining snap ring first (Fig.

84). Be sure snap ring is fully seated before proceed-ing.

(4) Install oil pump locating snap ring on main-shaft (Fig. 84).

REAR CASE INSTALLATION(1) Clean sealing flanges of front case and rear

case with a wax and grease remover.(2) Install new O-ring on flanged end of oil pickup

tube.(3) Install oil pickup tube in rear case. Be sure

tube is seated in case notch as shown (Fig. 85).(4) Apply 3 mm (1/8 in.) wide bead of Mopar gas-

ket maker, silicone adhesive sealer, or Loctite 518 tomounting flange of front case. Work sealer beadaround bolt holes as shown (Fig. 86).

(5) Align and install rear case on front case (Fig.87).

(6) Verify that oil pickup tube is still seated in casenotch and tube end is pointed toward mainshaft (Fig.88).

Fig. 81 Installing Mainshaft And DifferentialAssembly

Fig. 82 Installing Drive Chain, Front Output ShaftAnd Drive Sprocket

Fig. 83 Installing Drive Sprocket Snap Ring

Fig. 84 Viscous Coupling And Oil Pump RingInstallation


(7) Install case attaching bolts. Alignment bolts ateach end of case are only ones requiring washers(Fig. 89).

(8) Tighten case bolts to 27-34 Nzm (20-25 ft. lbs.)torque.

OIL PUMP—REAR BEARING—REAR RETAINERINSTALLATION

(1) Install oil pump (Fig. 90).(2) Insert oil pickup tube in pump (Fig. 91).(3) Install rear bearing on mainshaft (Fig. 91). Lo-

cating ring groove in bearing goes toward end ofmainshaft.

(4) Install rear bearing retaining snap ring (Fig.92).

(5) Install speedometer drive gear (Fig. 93).

Fig. 85 Oil Pickup Tube Installation

Fig. 86 Applying Sealer To Front Case Flange

Fig. 87 Rear Case Installation

Fig. 88 Checking Position Of Oil Pickup Tube

Fig. 89 Alignment Bolt Location

Fig. 90 Installing Oil Pump


(6) Install rear bearing locating ring in rear re-tainer, if ring was removed during overhaul.

(7) Apply 3 mm (1/8 in.) wide bead of Mopar gas-ket maker, silicone adhesive sealer, or Loctite 518 tomounting surface of rear retainer. Allow sealer toset-up slightly before proceeding.

(8) Slide rear retainer onto mainshaft (Fig. 94).(9) Spread rear bearing locating ring and slide rear

retainer into place on rear case (Fig. 95).(10) Install and tighten rear retainer bolts to 27-34

Nzm (20-25 ft. lbs.).(11) Install locating ring access cover and gasket

(Fig. 96). Tighten plate attaching screws to 10 Nzm(85 in. lbs.) torque.

FRONT BEARING RETAINER, YOKE ANDRANGE LEVER INSTALLATION

(1) Apply 3 mm (1/8 in.) wide bead of Mopar Gas-ket Maker, silicone adhesive sealer, or Loctite 518 tomating surface of front bearing retainer. Allow sealerto set-up slightly before installing retainer.

(2) Install front bearing retainer (Fig. 97). Tightenretainer bolts to 16-24 Nzm (12-18 ft. lbs.) torque.

(3) Install new seal washer on front output shaft(Fig. 98).

(4) Install yoke and new yoke nut on front outputshaft (Fig. 99).

Fig. 91 Rear Bearing Installation

Fig. 92 Rear Bearing Snap Ring Installation

Fig. 93 Speedometer Drive Gear Installation

Fig. 94 Rear Retainer Installation

Fig. 95 Engaging Rear Bearing Locating Ring

Fig. 96 Installing Locating Ring Access Cover AndGasket


(5) Tighten yoke nut to 122-176 Nzm (90-130 ft.lbs.) torque. Use Tool C-3281, or similar tool to holdyoke while tightening yoke nut.

(6) Install range lever, washer and locknut on sec-tor shaft (Fig. 100). Tighten locknut to 27-34 Nzm(20-25 ft. lbs.) torque.

(7) Install drain plug. Tighten plug and switch to41-54 Nzm (30-40 ft. lbs.) torque.

(8) Install and tighten indicator switch to 20-34Nzm (15-25 ft. lbs.) torque.

(9) Level transfer case and fill it with MoparDexron II. Correct fill level is to bottom edge of fillplug hole.

(10) Install and tighten fill plug to 41-54 Nzm(30-40 ft. lbs.) torque.

Fig. 97 Front Bearing Retainer Installation

Fig. 98 Yoke Seal Washer Installation

Fig. 99 Output Shaft Yoke Installation

Fig. 100 Range Lever Installation


NP

24

9T

RA

NS

FE

RC

AS

E


SPECIFICATIONSLEGEND FOR NP249 TRANSFER CASE


AX-15 SELECTIVE SNAP RING CHART


AX-15 TORQUE SPECIFICATIONS 42RE GENERAL SPECIFICATIONS


42RE THRUST WASHER/SPACER/SNAP RINGDIMENSIONS

42RE PRESSURE TEST SPECIFICATIONS


42RE TORQUE SPECIFICATIONS

46RH GENERAL SPECIFICATIONS


46RH THRUST WASHER/SPACER/SNAP RING DIMENSIONS

46RH PRESSURE TEST SPECIFICATIONS


46RH TORQUE SPECIFICATIONS

NP231/NP242 TORQUE SPECIFICATIONS NP249 TORQUE SPECIFICATIONS


Automotive

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