46re transmission rebuild manual download free

At high power box the valve body and all-electric solenoids fail quickly and require replacement after , kilometers. Capacity: 4 qts service refill. Download scheme manual A Most Popular. Reply 1 Like Follow 1 hour ago. Markus Jensen I did not think that this would work, my best friend showed me this website, and it does! I get my most wanted eBook Reply 2 Like Follow 1 hour ago. Michael Strebensen wtf this great ebook for free?! Reply 2 Like Follow 48 minutes ago.

Hun Tsu My friends are so mad that they do not know how I have all the high quality ebook which they do not! Reply 2 Like Follow 3 hour ago. Jim Letland hahahahaha Reply 2 Like Follow 5 hour ago. This can be seen in the wire schematics on Page 20 thru System voltage 12V is supplied to all three solenoids on the valve body through terminal 1 at the case connector. One amp of current produces zero psi of governor pressure while zero amps sets maximum governor pressure. The computer does not control the sensor in any way other than supplying it with a 5 volt operating source.

This tends to be misleading since it is possible to have a sensor fail providing erroneous data to the scanner. It is imperative for the technician to verify actual governor pressure with a pressure gauge.

NOTE: The selector lever must be placed in Drive before the scanner will provide governor sensor data. Terminal 3 in the case connector carries the ground supply in to the sensor from, an external ground.

The average typical linear voltage range that the sensor sends to the computer is approximately 0. It is this linear voltage signal that the computer reads and compares to a programmed table within itself to determine actual governor pressure. NOTE: There have been 4 different design governor pressure sensors used and not all will interchange. Three of them have the TFT sensor incorporated in the governor sensor itself, but all governor sensors operate as described above.

This in no way changed any of the case connector pin functions. In summary, the governor pressure solenoid is responsible for producing governor pressure proportional to output shaft speed.

This governor pressure is used to make the and upshift, in opposition to typical throttle pressure, and of course the or downshift.

The upshift however is not directly influenced by governor pressure. It is controlled strictly by the Overdrive solenoid. The Governor Pressure Sensor provides data to the computer as to the existing pressure output from the solenoid. If at a stop, the sensor tells the computer that 0 PSI is in the governor circuit, but a pressure gauge reveals that there is actually 12 PSI in the governor circuit, the computer does not know to cycle the Governor Solenoid to a lower pressure since it thinks it is at the 0 PSI target.

This would indicate a faulty sensor. Use a pressure gauge attached to the governor pressure tap as shown in Figure Following is the procedure for these tests.

For example, if 0 PSI is observed while taking off in 2nd gear, a sticking shift valve is the cause. To correct this condition will require removing the valve body and freeing the shift valve. Should 7 to 12 PSI be seen at 0 MPH, the governor pressure sensor or the governor pressure solenoid may be the problem.

If a capable scanner is available, go to Step 2. If a capable scanner is not available, go to Step 3. Special note: Governor pressure Desired and Actual should match up to mph. Above that speed, the Governor Solenoid is basically shut off, causing maximum governor pressure. The desired amount at that point will commonly be above psi. The reason for this is that the Governor Solenoid is fed Forward Clutch pressure, and at low throttle Forward Clutch pressure will be lower than psi.

Governor Desired and Actual pressure should be monitored for diagnosing problems related to 1st through 3rd gears and wrong gear starts. B The vehicle exhibits a third gear start, with no upshift into fourth gear. CAUSE: A If the vehicle has a wrong gear start, and does upshift into fourth gear, the cause may be a stuck shift valve in the valve body, a defective governor pressure sensor, or a defective governor pressure solenoid.

Carefully backprobe into wire number 4 with the positive lead, as shown in Figure If no voltage is seen on wire number 4 when the connector is plugged in, then check pin cavity 2 for approximately 5 volts from the ECM, PCM, or TCM to the sensor with the key on and harness connector unplugged, as shown in Figure If the governor pressure sensor voltage corresponds to the pressure seen on the gauge, and agrees with the chart shown in Figure 52, proceed to step e.

Example: Pressure gauge indicates 12 psi, at 0 MPH, while the sensor voltage indicates. This example shows that the sensor is okay See Figure FLUKE 88 Again using the chart in Figure 52, compare the voltage values for the governor pressure solenoid, to the actual governor pressure indicated on the gauge. Refer to Page Plug the connector back into the trans and back probe the wire from pin cavity number 1 in the vehicle harness connector.

Failure to re connect the harness connector to the trans will set a fault code and may not produce the desired result.

Turn the key on with the engine off to check for battery voltage, as shown in Figure Controller or Relay has lost power Fuse.

Open wire to Term. This figure is for illustration only. For Up models with PCM or ECM, engine off and the ignition switch in the ON position, check for battery voltage in the appropriate terminals using wire schematics on Pages 21 thru The terminal numbers vary depending on model. Use Figure 23 for terminal identification. If no voltage is seen at any of these terminals, check for blown fuses in the power distribution center. If battery voltage is seen here, continue on to step c.

If battery voltage is lost at any one of these terminals, the TCM is off. Check for blown fuses in the power distribution center, located in the engine compartment. If battery voltage is seen at all three locations, check for battery voltage at terminal D If no battery voltage is seen here, replace the TCM.

If battery voltage is seen here, continue on to step d. All of the relay locations are shown on Page All relay locations and relay terminals are identified on Page There should be 5 ohms or less.

If there is an open reading Infinity , the wire is broken and will need to be replaced. If more than 5 ohms resistance is observed, there is corrosion somewhere in the wiring.

Also check for a short to ground. Either way, this means the wire will have to be replaced. In no voltage is present, check the appropriate fuse or wiring from the fuse to the relay socket. If Fused Battery Voltage is present at the relay socket, perform a continuity test between the transmission control relay connector and pin cavity number 1 in the vehicle harness connector with the harness connector unplugged at the trans.

All transmission control relay locations, and relay terminals are identified on Page If 5 ohms or less is observed, replace transmission control relay. If there is more than 5 ohms resistance observed, there is corrosion somewhere in the wiring. This should blow the fuse. Either way, the wire will have to be replaced. From Torque Converter.

To Torque Converter. Rear Forward Clutch Apply. Front Direct Clutch Apply. Pump Pressure. Pump Suction. Front Servo Apply. Rear Servo Apply. Line Pressure To Accumulator. Control Pressure To Accumulator. Overdrive Clutch Pre-Fill. Overdrive Clutch Apply. Attempting repairs or service without the appropriate training, tools and equipment could cause injury to you or others.

The service procedures we recommend and describe in this manual are effective methods of performing service and repair on this unit. Some of the procedures require the use of special tools that are designed for specific purposes.

Note: The illustrations that are provided in the Assembly and Disassembly section are of a 4WD model 48RE, but procedures are the same on all of the RE family of transmissions. The transmission should be steam cleaned on the outside, to remove any debris, dirt and grease and thoroughly dried with compressed air before disassembly begins. This transmission can be disassembled very easily on a work bench without the benefit of a holding fixture for rotation.

Remove the torque converter from transmission, as shown in Figure Record torque converter code letters to ensure proper replacement, if that becomes necessary.

Remove two retaining bolts and the transmission throttle valve actuator TTVA , by lifting off of the throttle shaft, as shown in Figure Note: "Push-In" used Up models only. If you have a Up model, it is not necessary to remove the "Push-In" range sensor mounting bracket unless damaged See Figure If it does become necessary to remove the range sensor mounting bracket, it requires a special spanner socket, as shown in Figure Note: Spanner socket is available from Dodge under part number See Figure The tabs on spanner socket fit into slots on range sesnor bracket retaining nut.

Remove the output shaft speed sensor, as shown in Figure Remove and discard the sensor "O" ring seal. Remove the external throttle shaft lever if used , as shown in Figure Remove external manual shaft lever, as shown in Figure Remove the vehicle speed sensor, speedometer adapter and the speedometer gear, as shown in Figure Note: Not used on all models and if it is a 4WD model it will be in the transfer case, if used.

Stand the transmission up on the bell housing, as shown in Figure Remove complete overdrive housing by lifting straight up, as shown in Figure 66, and set the overdrive assembly aside for component rebuild.

Remove the number 11 thrust bearing, as shown in Figure Note: May be stuck to overdrive section. Remove the number 10 thrust plate, as shown in Figure Remove the overdrive clutch piston, as shown in Figure Remove and discard the overdrive clutch piston lip seals, as shown in Figure Set transmission on flat work surface with the oil pan facing up, as shown in Figure Remove the 14 oil pan retaining bolts, as shown in Figure Remove the oil pan, as shown in Figure Remove and discard the oil pan to case gasket, as shown in Figure Note: Some models are equipped with a pan gasket that is reuseable, as long as the beads on gasket are not broken.

Remove and discard the fluid filter assembly, as shown in Figure Remove the 10 valve body to case bolts, as shown in Figure Note: Length and locations are shown in Figure Remove the valve body assembly from case by pushing on case connector, and at same time lifting up on valve body See Figure Note: Park rod extends thru rear of case and valve body must be tilted slightly to remove. Set valve body aside for component rebuild. Remove the accumulator assembly from the case, as shown in Figure Note: Spring below the accumulator piston is not used on all models See Figure Remove and discard the two scarf-cut Teflon seal rings, as shown in Figure Loosen the front servo adjusting screw locking nut and remove the adjusting screw and nut from the case, as shown in Figure Remove the intermediate front band apply and anchor struts, as shown in Figure Remove the pivot pin with a pencil magnet, as shown in Figure 74, and remove the front band apply lever.

Note: It is not necessary to remove the front band apply lever pivot pin and apply lever unless damaged. Remove the seven oil pump retaining bolts, as shown in Figure Install slide hammers into oil pump in positions shown in Figure Loosen and remove the oil pump assembly, as shown in Figure Set the oil pump assembly aside for component rebuild section.

Remove and discard the oil pump to case gasket, as shown in Figure Remove the number 1 selective thrust washer, as shown in Figure Note: Thrust washer may be stuck to oil pump. Remove the front intermediate band from the case, as shown in Figure Remove the forward and direct clutch housings as an assembly, as shown in Figure Remove the number 3 thrust washer and thrust plate, as shown in Figure Note: Thrust washer and thrust plate may be stuck to forward clutch housing.

Seperate the two clutch housings, as shown in Figure 80, and set both aside for the component rebuild section. Remove the complete geartrain from the case as an assembly, as shown in Figure The low roller clutch cam is pressed into case.

Note: See "Case Component Rebuild" for removing and replacing roller clutch cam. Remove the six bolts retaining overdrive clutch piston retainer, as shown in Figure Remove the OEM overdrive housing to case gasket, as shown in Figure Aftermarket kits supply these gaskets seperate as you will see in the assembly process.

Remove the rear servo retaining snap ring, as shown in Figure Remove the spring retainer, return spring and rear servo piston, as shown in Figure Remove and discard the rear servo apply piston lip seal.

If replacement of the low roller clutch cam is necessary, tap the old cam out of the case using a pin punch inserted through bolt holes at rear of case, as shown in Figure Temporarily install the overdrive piston retainer in case using bolts to secure retainer. Align and start new clutch cam into the case, as shown in Figure Note: Be sure serrations on cam are aligned and narrow ends of cam ramps are to the left when viewed from front See Figure Then tap the new clutch cam into the case just enough to hold it in position.

Note: Pressing the clutch cam into the case requires a special tool that is shown in Figure After aquiring special tool CA, insert the SP adapter in the overdrive piston retainer, as shown in Figure Assemble puller bolt through SPA press plate and insert through new clutch cam, case and SP Hold puller plate and bolt in place, and install puller nut on puller bolt See Figure Tighten puller nut to press clutch cam into case.

Note: Ensure clutch cam is pressed into case evenly and does not become cocked. Remove clutch cam installer tools. Stake the case in 14 places around clutch cam to help secure cam in case, using a blunt punch or chisel. Remove the overdrive piston retainer from case. Assemble rear servo piston, cushion spring and apply rod, as shown in Figure 92, and install the small snap ring.

Note: Chrysler recommends installing new snap rings in both locations for rear servo. Install the rear servo piston in case, at a slight angle to bore and insert with twisting motion, as shown in Figure Install the rear servo return spring and the return spring retainer, as shown in Figure Compress the spring and retainer and install the snap ring, as shown in Figure Install overdrive piston retainer to case gasket onto case, as shown in Figure Note: Aftermarket gasket kits supply separate gaskets for the OD piston retainer and the overdrive housing to case positions.

Chrysler supplies one gasket, used for both positions. Install overdrive piston retainer onto the case, as shown in Figure 94, aligning bolt holes in the retainer with the gasket and case. Install the six overdrive piston retainer bolts, as shown in Figure While holding the front band lever in position on the inside of case, install the front band lever pivot pin, as shown in Figure Install the front band lever pivot pin plug into the case, as shown in Figure Install piston rod assembly into servo piston, as shown in Figure Install the cushion spring and washer, as shown in Figure Compress the spring and washer, and install the snap ring, as shown in Figure Install the completed front servo piston assembly into the case, as shown in Figure Install the servo return spring and rod guide into case, compress spring and rod guide, and install snap ring, as shown in Figure Set the completed case assembly aside for the final assembly process.

This is a very well illustrated manual with valuable information on the tolerances. Mechanical and hydraulic components in the 42RE are similar to those found in the 42RH A transmissions. The major difference between them involves the method they use to produce governor pressure for shift control.