48re front band symptoms

48re front band symptoms DEFAULT

Due to its simplistic design, the 48re requires basic maintenance that is fairly easy to do.  It’s typically recommended to change the fluid, filter, and adjust the bands every 30,000 depending on usage.  If you tow or haul often, it’s best to check your fluid and make a determination as to how frequent you should change out your fluid.

When checking your transmission fluid, be sure to not only look at the fluid level, but the color and smell. Good transmission fluid will have a reddish color to it, but if it looks dark, almost brown and has a slight burnt smell to it, then you are very past due on your maintenance.  The chart below shows how transmission fluid looks at various stages.

Changing transmission fluid in your 48re is a very simple job for the average DIY weekend mechanic.  In all actually, the hardest part of the job is draining the fluid from the pan if your pan doesn’t have a drain plug. This is quite common with more transmission fluid changes.

Below is a detailed video of performing a transmission fluid change on a 47re, which is the same procedure as the 48re.

How many quarts does it take to do a fluid and filter change on a 48re trans?  For a typical pan drop and fluid change, you will need about 5 quarts to do the job. 

As always, start with adding a few quarts of atf when you have the new filter and pan back on and shift through the gears to get fluid moving and warm, then keep checking and added until you have the right level.

48re Band Adjustment

The 48re has 2 bands, the front and rear. The front band is much easier to access compared to the rear due to the rear band being inside the transmission case.

What are common 48re band adjustment symptoms? If bands are not adjusted at their recommended interval of about 30,000 miles, there might not be any immediate symptoms.  However, if bands aren’t adjusted overtime, they will begin to slip which may in turn cause the transmission to slip as well.

With the 30,000 adjustment interval, adjusting the bands in a 48re should be done at the same time as a fluid change as part of regular maintenance.

This older post on Cummins Forum and the video below both do a great job of outlining what’s needed as far as tools, specs, and how to go about adjusting the front band on your 48re.

For those who would rather have a better visual aid to follow, this step by step list is a great resource as well.

48re Band Adjustment - Transmission Cooler Guide

48re Upgrades

When it comes to upgrading your 48re, besides adding better internals and hard parts, there are a few simple upgrades that you can make to keep transmission temps down.  The most common simple DIY 48re upgrades that can be done with simple hand tools in your driveway without removing the transmission to tear apart are definitely transmission coolers, pans, and servo.

If you’re more mechanically inclined are are ok with transmission removal, then there are number of internal upgrades you can do yourself, or have a shop do for you.

48re Transmission Pans

Derale 14210 Transmission Pan - Dodge A518 46RH 46RE / A618 47RH 47RE 48RE - Transmission Cooler GuideUpgrading the transmission pan on heavy duty trucks is a very common modification.   Most aftermarket pans are deeper than the factory pan which allows for greater transmission fluid capacity.  The biggest benefit of greater fluid capacity is that it helps in keeping transmission temps cooler which can help with transmission longevity and performance.

The beauty of the 48re is that you have a ton of aftermarket support when it comes to transmission pans.


Get The Best Prices On 48re Transmission Pans

Best 48re Transmission Coolers

Mishimoto MMTC-RAM-03SL transmission cooler - Transmission Cooler GuideCooling your 48re might be a challenge for some if you live in a warm climate or use your truck for a lot of heavy hauling or towing. If your truck deals with higher than average transmission temps, it’s recommended to add a transmission cooler to your truck.

We did an in depth write up about the Best Cummins Transmission Coolers, and for your 3rd gen Cummins, the Mishimoto MMTC RAM-03SL is hands down the best 48re transmission cooler upgrade due to its direct fit and serious cooling capabilities.

If you are looking for a lower cost alternative, look no further than the Tru Cool 40k. The Tru Cool 40k is our recommended transmission cooler for most heavy duty applications, so fits the bill when it comes to keeping your 48re cool.

Mishimoto MMTC-RAM-03SL Specs

3rd Gen Ram Cummins 48re Mishimoto MMTC-RAM-03SL - Transmission Cooler Guide

Like many Mishimoto transmission coolers, the MMTC-RAM-03SL is specifically designed for the 03-09 5.9L and 6.7L Cummins. this cooler is a direct fit application that requires little effort installing.  The cooler features a 244% increase in fluid capacity over the factory setup and a 212% increase in total core volume. 

Cooler Dimensions: 26″ x 10.94″ x 0.87″

Cooling Rows:  48

Fluid Capacity Increase:  0.88 quarts

Fitting Type:  3/4″-16 SAE Barb

Installation Kit:  transmission hose, fittings, worm clamps, thermostat bypass

Get The Best Price on Mishimoto MMTC-RAM-03SL Transmission Coolers

Tru Cool 40k Specs

Tru Cool 40k Transmission Cooler With Installation Kit - Transmission Cooler Guide

As we’ve discussed a number of times, the Tru Cool 40k is head and shoulders above other universal transmission coolers in the heavy duty use department.  Sure there are other transmission coolers that might be larger or include a fan, but for the cost consistent performance, and simplicity, it’s hard to go against the Tru Cool 40k for the money.

Cooler Dimensions: 8 1/2″ x 22″ x 1 1/4″

GVW: 40,000 pounds

BTU Rating: 45,000

Fitting Size: 3/8″ inverted flare hex with 5/8″ thread size –  This is great for those looking to install custom transmission lines

Installation Kit:  Yes – Includes universal installation kit with rubber transmission line, various fittings, clamps, and mounting hardware

Get The Best Price on Tru Cool 40k Transmission Cooler

Installing a transmission cooler such as the Mishimoto MMTC-RAM-03SL or Tru Cool 40k will drastically lower transmission temperatures and help with the longevity of your transmission and fluid. 

48re Common Problems

48re Diagnostic Trouble Codes (DTC)

48re Transmission DTC Codes - Transmission Cooler Guide

Sours: https://transmissioncoolerguide.com/48re/

Hey guys, Pepsi here with a write up that I got from the DT forums. I have streamlined and fixed it up made it look nice etic. and added stuff where I felt it was prudent.

This is a general guide and should apply to the 46RE, 47RE, and 48 RE series of transmisisons.

Pepsi's Notes

I am not the original author; however I have made modifications and additions as well to this article’s contents. Original is written bytactransman.The original can be viewedHERE

With the legal aspect out of it here we go...

   ALWAYS THE FIRST STEP….

CHECK YOUR DAM FLUID! Ha, yes you guessed it most times low/high fluid levels will cause tons of issues, its best to check your fluid first.

Checking your fluid can save you a ton of time and agony especially if you’re following gremlins around.

So to check your fluid you must part on level ground and idle your truck in NETURAL not Park or any other gear. Check to make sure your fluid is between the two sets of dots, either the lower set or the upper set. Also take note one says “COLD” the other “HOT” this is in reference to your transmission temperature. It’s best to have a warm engine and warm fluid when measuring hot marks.

 Shorthanded Diagnostics…

The rear clutch is applied in all forward ranges (D, 2, 1).

The overrunning clutch is applied in first gear (D, 2 and 1 ranges) only.

The rear band is applied in 1 and R range only.
The overdrive clutch is applied only in fourth gear. However the overdrive direct clutch and overrunning clutch are applied in all ranges except fourth gear.

Examples…
If slippage occurs in first gear in D and 2 range but not in 1 range, the transmission overrunning clutch is faulty. Similarly, if slippage occurs in any two forward gears, the rear clutch is slipping.
Applying the same method of analysis, one note that the front and rear clutches are applied simultaneously only in D range third and fourth gear. If the transmission slips in third gear, either the front clutch or the rear clutch is slipping.
If the transmission slips in fourth gear but not in third gear, the overdrive clutch is slipping. By selecting another gear which does not use these clutches, the slipping unit can be determined.

For another example, if the transmission also slips in Reverse, the front clutch is slipping. If the transmission does not slip in Reverse, the rear clutch is slipping.
If slippage occurs during the 3-4 shift or only in fourth gear, the overdrive clutch is slipping. Similarly, if the direct clutch were to fail, the transmission would lose both reverse gear and overrun braking in 2 position (manual second gear).
If the transmission will not shift to fourth gear, the control switch, overdrive solenoid or related wiring may also be the problem cause.

This process of elimination can be used to identify a slipping unit and check operation. Although road test analysis will help determine the slipping unit, the actual cause of a malfunction usually cannot be determined until hydraulic and air pressure tests are performed. Practically any condition can be caused by leaking hydraulic circuits or sticking valves.
Unless a malfunction is obvious, such as no drive in D range first gear, do not disassemble the transmission. Perform the hydraulic and air pressure tests to help determine the probable cause.

Pepsi's Notes

This portion titledShorthanded Diagnosticscame from a thread on the Cummins Forum written by the usersilvertungdemon.  There is a link to his postHERE.

   HARSH ENGAGEMENT (FROM NEUTRAL TO DRIVE OR REVERSE)

Throttle Linkage Mis-adjusted.

Adjust linkage - setting may be too long.

Mount and Driveline Bolts Loose.

Check engine mount, transmission mount, propeller shaft, rear spring to body bolts, rear control arms, crossmember and axle bolt torque. Tighten loose bolts and replace missing bolts.

U-Joint Worn/Broken.

Remove propeller shaft and replace U-Joint.

Axle Backlash Incorrect.

Check per Service Manual. Correct as needed.

Hydraulic Pressure Incorrect.

Check pressure. Remove, overhaul or adjust valve body as needed.

Band Mis-adjusted.

Adjust rear band.

Axle Pinion Flange Loose.

Replace nut and check pinion threads before installing new nut. Replace pinion gear if threads are damaged.

Clutch, band or planetary component damaged.

Remove, disassemble and repair transmission as necessary.

Converter Clutch Faulty.

Replace converter and flush cooler and line before installing new converter.

   DELAYED ENGAGEMENT (FROM NEUTRAL TO DRIVE OR REVERSE)

Fluid Level Low

Correct level and check for leaks

Filter Clogged

Change filter.

Gearshift Linkage Mis-adjusted

Adjust linkage and repair linkage if worn or damaged.

Torque Converter Drain Back (Oil drains from torque converter into transmission sump).

If vehicle moves normally after 5 seconds after shifting into gear, no repair is necessary. If longer, inspect pump bushing for wear. Replace pump house.

Rear Band Mis-adjusted.

Adjust band.

Valve Body Filter Plugged.

Replace fluid and filter. If oil pan and old fluid were full of clutch disc material and/or metal particles, overhaul will be necessary.

Oil Pump Gears Worn/Damaged.

Remove transmission and replace oil pump.

Governor Circuit and Solenoid Valve Electrical Fault.

Test with DRB3 scan tool and repair as required.

Hydraulic Pressure Incorrect.

Perform pressure test, remove transmission and repair as needed.

Reaction Shaft Seal Rings Worn/Broken.

Remove transmission, remove oil pump and replace seal rings.

Rear Clutch/Input Shaft, Rear Clutch Seal Rings Damaged.

Remove and disassemble transmission and repair as necessary.

Regulator Valve Stuck.

Clean.

Cooler Plugged.

Transfer case failure can plug cooler.

   NO DRIVE RANGE (REVERSE OK)

Gearshift Linkage/Cable Loose/Misadjusted.

Repair or replace linkage components.

Rear Clutch Burnt.

Remove and disassemble transmission and rear clutch and seals. Repair/replace worn or damaged parts as needed.

Valve Body Malfunction.

Remove and disassemble valve body. Replace assembly if any valves or bores are damaged.

Transmission Overrunning Clutch Broken.

Remove and disassemble transmission. Replace overrunning clutch.

Input Shaft Seal Rings Worn/Damaged.

. Remove and disassemble transmission. Replace seal rings and any other worn or damaged parts.

Front Planetary Failed Broken.

Remove and repair

   NO DRIVE OR REVERSE (VEHICLE WILL NOT MOVE)

Gearshift Linkage/Cable Loose/Misadjusted.

Inspect, adjust and reassemble linkage as needed. Replace worn/damaged parts.

U-Joint/Axle/Transfer Case Broken.

Perform preliminary inspection procedure for vehicle that will not move. Refer to procedure in diagnosis section.

Filter Plugged.

Remove and disassemble transmission. Repair or replace failed components as needed. Replace filter. If filter and fluid contained clutch material or metal particles, an overhaul may be necessary. Perform lube flow test. Flush oil. Replace cooler as necessary.

Oil Pump Damaged.

. Perform pressure test to confirm low pressure. Replace pump body assembly if necessary.

Valve Body Malfunctioned.

Check and inspect valve body. Replace valve body (as assembly) if any valve or bore is damaged. Clean and reassemble correctly if all parts are in good condition.

Transmission Internal Component Damaged.

Remove and disassemble transmission. Repair or replace failed components as needed.

Park Sprag not Releasing - Check Stall Speed, Worn/Damaged/Stuck.

Remove, disassemble, repair.

Torque Converter Damage.

Inspect and replace as required.

   SHIFTS DELAYED OR ERRATIC (SHIFTS ALSO HARSH AT TIMES)

Fluid Filter Clogged.

Replace filter. If filter and fluid contained clutch material or metal particles, an overhaul may be necessary. Perform lube flow test.

Throttle Linkage Mis-adjusted.

Adjust linkage as described in service section.

Throttle Linkage Binding.

Check cable for binding. Check for return to closed throttle at transmission.

Gearshift Linkage/Cable Mis-adjusted.

Adjust linkage/cable as described in service section.

Clutch or Servo Failure.

Remove valve body and air test clutch, and band servo operation. Disassemble and repair transmission as needed.

Governor Circuit Electrical Fault.

Test using DRB® scan tool and repair as required.

Front Band Mis-adjusted.

Adjust band.

Pump Suction Passage Leak.

Check for excessive foam on dipstick after normal driving. Check for loose pump bolts, defective gasket. Replace pump assembly if needed.

   NO REVERSE (D RANGES OK)

Gearshift Linkage/Cable Mis-adjusted/Damaged.

Repair or replace linkage parts as needed.

Park Sprag Sticking.

Replace overdrive annulus gear.

Rear Band Mis-adjusted/Worn.

Adjust band; replace.

Valve Body Malfunction.

Remove and service valve body. Replace valve body if any valves or valve bores are worn or damaged.

Rear Servo Malfunction.

Remove and disassemble transmission. Replace worn/damaged servo parts as necessary.

Direct Clutch in Overdrive Worn.

Disassemble overdrive. Replace worn or damaged parts.

Front Clutch Burnt.

Remove and disassemble transmission. Replace worn, damaged clutch parts as required.

   HASFIRST/REVERSE ONLY (NO 1-2 OR 2-3 UPSHIFT)

Governor Circuit Electrical Fault.

Test using DRB® scan tool and repair as required.

Valve Body Malfunction.

Repair stuck 1-2 shift valve or governor plug.

Front Servo/Kickdown Band Damaged/Burned.

Repair/replace.

   MOVES IN 2ND OR 3RD GEAR, ABRUPTLY DOWNSHIFTS TO LOW

Valve Body Malfunction.

Remove, clean and inspect. Look for stuck 1-2 valve or governor plug.

Voltage Regulator Malfunction. Depending on transmission type (Built Auto) voltage set to high causing 2ndor 3rdgear starts.

See Built transmission owner’s manual, DTT transmissions run between 4.6-4.7v, stock transmission should be 5v on the Orange wire off of C2 on the PCM.

   NO LOW GEAR (MOVES IN 2ND OR 3RD GEAR ONLY)

Governor Circuit Electrical Fault.

Test with DRB3 scan tool and repair as required. (see Voltage Regulator Malfunction below)

Valve Body Malfunction.

Remove, clean and inspect. Look for sticking 1-2 shift valve, 2-3 shift valve, governor plug or broken springs.

Front Servo Piston Cocked in Bore.

Inspect servo and repair as required.

Front Band Linkage Malfunction.

Inspect linkage and look for bind in linkage.

Voltage Regulator Malfunction. Depending on transmission type (Built Auto) voltage set to high causing 2ndor 3rdgear starts.

See Built transmission owner’s manual, DTT transmissions run between 4.6-4.7v, stock transmission should be 5v on the Orange wire off of C2 on the PCM.

   NO KICKDOWN OR NORMAL DOWNSHIFT

Throttle Linkage Mis-adjusted.

Adjust linkage.

Accelerator Pedal Travel Restricted.

Verify floor mat is not under pedal, repair worn accelerator cable or bent brackets.

Valve Body Hydraulic Pressures Too High or Too Low Due to Valve Body Malfunction or Incorrect Hydraulic Control Pressure Adjustments.

Perform hydraulic pressure tests to determine cause and repair as required. Correct valve body pressure adjustments as required.

Governor Circuit Electrical Fault.

Test with DRB3 scan tool and repair as required.

Valve Body Malfunction.

Perform hydraulic pressure tests to determine cause and repair as required. Correct valve body pressure adjustments as required.

TPS Malfunction.

Replace sensor, check with DRB3 scan tool.

PCM Malfunction.

Check with DRB3 scan tool and replace if required.

Valve Body Malfunction.

Repair sticking 1-2, 2-3 shift valves, governor plugs, 3-4 solenoid, 3-4 shift valve, 3-4 timing valve.

   STUCK IN LOW GEAR (WILL NOT UPSHIFT)

Throttle Linkage Mis-adjusted/Stuck.

Adjust linkage and repair linkage if worn or damaged. Check for binding cable or missing return spring.

Gearshift Linkage Mis-adjusted.

Adjust linkage and repair linkage if worn or damaged.

Governor Component Electrical Fault.

Check operating pressures and test with DRB3 scan tool, repair faulty component.

Front Band Out of Adjustment.

Adjust Band.

Clutch or Servo Malfunction.

Air pressure check operation of clutches and bands. Repair faulty component.

   CREEPS IN NEUTRAL

Gearshift Linkage Mis-adjusted.

Adjust linkage.

Rear Clutch Dragging/Warped.

Disassemble and repair.

Valve Body Malfunction.

Perform hydraulic pressure test to determine cause and repair as required.

   BUZZING NOISE

Shift Cable Mis-assembled.

Route cable away from engine and bell housing.

Valve Body Mis-assembled.

Remove, disassemble, inspect valve body. Reassemble correctly if necessary. Replace assembly if valves or springs are damaged. Check for loose bolts or screws.

Pump Passages Leaking.

Check pump for porous casting, scores on mating surfaces and excess rotor clearance. Repair as required. Loose pump bolts.

Cooling System Cooler Plugged

Flow check cooler circuit. Repair as needed.

Overrunning Clutch Damaged.

Replace clutch.

SLIPS IN REVERSE ONLY

Gearshift Linkage Mis-adjusted.

Adjust linkage.

Rear Band Mis-adjusted.

Adjust band.

Rear Band Worn.

Replace as required.

Overdrive Direct Clutch Worn.

Disassemble overdrive. Repair as needed.

Hydraulic Pressure Too Low.

Perform hydraulic pressure tests to determine cause.

Rear Servo Leaking.

Air pressure check clutch-servo operation and repair as required.

Band Linkage Binding.

Inspect and repair as required.

   SLIPSIN FORWARD DRIVE RANGES

Fluid Foaming.

Check for high oil level, bad pump gasket or seals, dirt between pump halves and loose pump bolts. Replace pump if necessary.

Throttle Linkage Mis-adjusted.

Adjust linkage.

Gearshift Linkage Mis-adjusted.

Adjust linkage.

Rear Clutch Worn.

Inspect and replace as needed.

Low Hydraulic Pressure Due to Worn Pump, Incorrect Control Pressure Adjustments, Valve Body Warpage or Malfunction, Sticking, Leaking Seal Rings, Clutch Seals Leaking, Servo Leaks, Clogged Filter or Cooler Lines.

Perform hydraulic and air pressure tests to determine cause.

Rear Clutch Malfunction, Leaking Seals or Worn Plates.

Air pressure check clutch-servo operation and repair as required.

Overrunning Clutch Worn, Not Holding (Slips in 1 Only).

Replace Clutch.

   SLIPS IN LOW GEAR "D" ONLY, BUT NOT IN MANUAL 1 POSITION

Overrunning Clutch Faulty.

Replace overrunning clutch.

   GROWLING, GRATING OR SCRAPING NOISES

Drive Plate Broken.

Replace.

Torque Converter Bolts Hitting Dust Shield.

Dust shield bent. Replace or repair.

Planetary Gear Set Broken/Seized.

Check for debris in oil pan and repair as required.

Overrunning Clutch Worn/Broken.

Inspect and check for debris in oil pan. Repair as required.

Oil Pump Components Scored/Binding.

Remove, inspect and repair as required.

Output Shaft Bearing or Bushing Damaged.

Remove, inspect and repair as required.

Clutch Operation Faulty.

Perform air pressure check and repair as required.

Front and Rear Bands Mis-adjusted.

Adjust bands.

   DRAGS OR LOCKS UP

Clutch Dragging/Failed.

Air pressure check clutch operation and repair as required.

Front or Rear Band Mis-adjusted.

Adjust bands.

Case Leaks Internally.

Check for leakage between passages in case.

Servo Band or Linkage Malfunction.

Air pressure check servo operation and repair as required.

Overrunning Clutch Worn.

Remove and inspect clutch. Repair as required.

Planetary Gears Broken.

Remove, inspect and repair as required (look for debris in oil pan).

Converter Clutch Dragging.

Check for plugged cooler. Perform flow check. Inspect pump for excessive side clearance. Replace pump as required.

   NO 4-3 DOWNSHIFT

Circuit Wiring and/or Connectors Shorted.

Test wiring and connectors with test lamp and volt/ohmmeter. Repair wiring as necessary. Replace connectors and/or harnesses as required.

PCM Malfunction.

Check PCM operation with DRB3 scan tool. Replace PCM only if faulty.

TPS Malfunction.

Check TPS with DRB3 scan tool at PCM.

Lockup Solenoid Not Venting.

Remove valve body and replace solenoid assembly if plugged or shorted.

Overdrive Solenoid Not Venting.

Remove valve body and replace solenoid if plugged or shorted.

Valve Body Valve Sticking.

Repair stuck 3-4 shift valve or lockup timing valve.

Kick Down Band Out Of Adjustment

Check for excessive play.

   NO 4-3 DOWNSHIFT WHEN CONTROL SWITCH IS TURNED OFF

Control Switch Open/Shorted.

Test and replace switch if faulty.

Overdrive Solenoid Connector Shorted.

Test solenoids and replace if seized or shorted.

PCM Malfunction.

Test with DRB3 scan tool. Replace PCM if faulty.

Valve Body Stuck Valves.

Repair stuck 3-4, lockup or lockup timing valve.

   CLUNK NOISE FROM DRIVELINE ON CLOSED THROTTLE 4-3 DOWNSHIFT

Throttle Cable Mis-adjusted.

Adjust cable.

Overdrive Clutch Select Spacer Wrong Spacer.

Replace overdrive piston thrust plate spacer.

   3-4 UPSHIFT OCCURS IMMEDIATELY AFTER 2-3 SHIFT

Overdrive Solenoid Connector or Wiring Shorted.

Test connector and wiring for loose connections, shorts or ground and repair as needed.

TPS Malfunction.

Test TPS and replace as necessary. Check with DRB3 scan tool.

PCM Malfunction.

Test PCM with DRB3 scan tool and replace controller if faulty.

Overdrive Solenoid Malfunction.

Replace solenoid.

Valve Body Malfunction.

Remove, disassemble, clean and inspect valve body components. Make sure all valves and plugs slide freely in bores. Polish valves with crocus cloth if needed.

   WHINE/NOISE RELATED TO ENGINE SPEED

Shift Cable Incorrect Routing.

Check shift cable for correct routing. Should not touch engine or bell housing.

   NO 3-4 UPSHIFT

O/D Switch In OFF Position.

Turn control switch to ON position.

Overdrive Circuit Fuse Blown.

Replace fuse. Determine why fuse failed and repair as necessary (i.e., shorts or grounds in circuit).

O/D Switch Wire Shorted/Open Cut.

Check wires/connections with 12V test lamp and voltmeter. Repair damaged or loose wire/connection as necessary.

Distance or Coolant Sensor Malfunction.

Check with DRB® scan tool and repair or replace as necessary.

TPS Malfunction.

Check with DRB® scan tool and replace if necessary.

Neutral Sense to PCM Wire Shorted/Cut.

Test switch/sensor as described in service section and replace if necessary. Engine no start.

PCM Malfunction.

Check with DRB® scan tool and replace if necessary.

Overdrive Solenoid Shorted/Open.

Replace solenoid if shorted or open and repair loose or damaged wires (DRB® scan tool).

Solenoid Feed Orifice in Valve Body Blocked.

Remove, disassemble, and clean valve body thoroughly. Check feed orifice.

Overdrive Clutch Failed.

Disassemble overdrive and repair as needed.

Hydraulic Pressure Low.

Pressure test transmission to determine cause.

Valve Body Valve Stuck.

Repair stuck 3-4 shift valve, 3-4 timing valve.

O/D Piston Incorrect Spacer.

Remove unit, check end play and install correct spacer.

Overdrive Piston Seal Failure.

Replace both seals.

O/D Check Valve/Orifice Failed.

Check for free movement and secure assembly (in piston retainer). Check ball bleed orifice.

   SLIPS IN OVERDRIVE FOURTH GEAR

Overdrive Clutch Pack Worn.

Remove overdrive unit and rebuild clutch pack.

Overdrive Piston Retainer Bleed Orifice Blown Out.

Disassemble transmission, remove retainer and replace orifice.

Overdrive Piston or Seal Malfunction.

Remove overdrive unit. Replace seals if worn. Replace piston if damaged. If piston retainer is damaged, remove and disassemble the transmission.

3-4 Shift Valve, Timing Valve or Accumulator Malfunction.

Remove and overhaul valve body. Replace accumulator seals. Make sure all valves operate freely in bores and do not bind or stick. Make sure valve body screws are correctly tightened and separator plates are properly positioned.

Overdrive Unit Thrust Bearing Failure.

Disassemble overdrive unit and replace thrust bearing (NO. 1 thrust bearing is between overdrive piston and clutch hub; NO. 2 thrust bearing is between the planetary gear and the direct clutch spring plate; NO. 3 thrust bearing is between overrunning clutch hub and output shaft).

O/D Check Valve/Bleed Orifice Failure.

Check for function/secure orifice insert in O/D piston retainer.

   DELAYED 3-4 UPSHIFT (SLOW TO ENGAGE)

Throttle Valve Cable Mis-adjusted.

Adjust throttle valve cable.

Overdrive Clutch Pack Worn/Burnt.

Remove unit and rebuild clutch pack.

TPS Faulty.

Test with DRB3 scan tool and replace as necessary.

Overdrive Clutch Bleed Orifice Plugged.

Disassemble transmission and replace orifice.

Overdrive Solenoid or Wiring Shorted/Open.

Test solenoid and check wiring for loose/corroded connections or shorts/grounds. Replace solenoid if faulty and repair wiring if necessary.

Overdrive Excess Clearance.

Remove unit. Measure end play and select proper spacer.

O/D Check Valve Missing or Stuck.

Check for presence of check valve. Repair or replace as required.

   TORQUE CONVERTER LOCKS UP IN SECOND AND/OR THIRD GEAR

Lockup Solenoid, Relay or Wiring Shorted/Open.

Test solenoid, relay and wiring for continuity, shorts or grounds. Replace solenoid and relay if faulty. Repair wiring and connectors as necessary.

   HARSH 1-2, 2-3, 3-4 OR 3-2 SHIFTS

Lockup Solenoid Malfunction.

Remove valve body and replace solenoid assembly.

   NO START IN PARK OR NEUTRAL

Gearshift Linkage/Cable Mis-adjusted.

Adjust linkage/cable.

Neutral Sense Wire Open/Cut.

Check continuity with test lamp.

Repair as required.

Park/Neutral Switch, or Transmission Range Sensor Faulty.

Refer to service section for test and replacement procedure.

Park/Neutral Switch, or Transmission Range Sensor Connection Faulty.

Connectors spread open. Repair.

Valve Body Manual Lever Assembly Bent/Worn/Broken.

Inspect lever assembly and replace if damaged.

   NO REVERSE (OR SLIPS IN REVERSE)

Direct Clutch Pack (front clutch) Worn.

Disassemble unit and rebuild clutch pack.

Rear Band Mis-adjusted.

Adjust band.

Front Clutch Malfunctioned/Burned.

Air-pressure test clutch operation. Remove and rebuild if necessary.

Overdrive Thrust Bearing Failure.

Disassemble gear train and replace bearings.

Direct Clutch Spring Collapsed/Broken.

Remove and disassemble unit. Check clutch position and replace spring.

   OIL LEAKS

Fluid Lines and Fittings Loose/Leaks/Damaged.

Tighten fittings. If leaks persist, replace fittings and lines if necessary.

Fill Tube (where tube enters case) Leaks/Damaged.

Replace tube seal. Inspect tube for cracks in fill tube.

Pressure Port Plug Loose Loose/Damaged.

Tighten to correct torque. Replace plug or reseal if leak persists.

Pan Gasket Leaks.

Tighten pan screws (150 in. lbs.). If leaks persist, replace gasket.

Valve Body Manual Lever Shaft Seal Leaks/Worn.

Replace shaft seal.

Rear Bearing Access Plate Leaks.

Replace gasket. Tighten screws.

Gasket Damaged or Bolts are Loose.

Replace bolts or gasket or tighten both.

Adapter/Extension Gasket Damaged Leaks/Damaged.

Replace gasket.

Park/Neutral Switch, or Transmission Range Sensor Leaks/Damaged.

Replace switch and gasket.

Converter Housing Area Leaks.

Check for leaks at seal caused by worn seal or burr on converter hub (cutting seal), worn bushing, missing oil return, oil in front pump housing or hole plugged. Check for leaks past O-ring seal on pump or past pump-to-case bolts; pump housing porous, oil coming out vent due to overfill or leak past front band shaft access plug.

Pump Seal Leaks/Worn/Damaged.

Replace seal.

Torque Converter Weld Leak/Cracked Hub.

Replace converter.

Case Porosity Leaks.

Replace case.

NOISY OPERATION IN FOURTH GEAR ONLY

Overdrive Clutch Discs, Plates or Snap Rings Damaged.

Remove unit and rebuild clutch pack.

Overdrive Piston or Planetary Thrust Bearing Damaged.

Remove and disassemble unit. Replace either thrust bearing if damaged.

Output Shaft Bearings Scored/Damaged.

Remove and disassemble unit. Replace either bearing if damaged.

Planetary Gears Worn/Chipped.

Remove and overhaul overdrive unit.

Overdrive Unit Overrunning Clutch Rollers Worn/Scored.

Remove and overhaul overdrive unit.

I hope this will help future generations of Dodge Cummins owners out, I didn't copy these to take claim, I took them and put them tougher so others will be able to use this information which is now easily accessible and legible.

If the original owners feel that this is a violation feel free to PM me and I will be happy to remove this if the owner feels such is prudent.

Sours: https://mopar1973man.com/cummins/articles.html/general-cummins/85_transmission-transfer-case_85/automatic-transmission-diagnostic-chart-46re-47re-48re-r352/
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wwm's Avatar

Name: wwm

Title: TO MANY TRUCKS

Status:Not Here

Join Date: Mar 2009

Location: texas

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Posts: 801

hey bodie how does that tractor hyd fluid work out.

i am having a differnt issue i have have the 1-2-1-2 but then replaced the pressure solenoid, and that fixed it but now about 35-40k i have a problem where the truck does want to shift into either 2 from 1 or 3 from 2. and sometime while in a roll it will just slip and not want to engage? all the other gears work just fine. any body know what i should do?

__________________
06 CTD 4X4 2" Thuren, 35"s, ATP EFI Tuning, Firepunk Trans, Fass 150, Flux 4's, PPE dual feeders, springs, studs and twins (Steed mani, Tial wastegate and 62 over 80.

94 rclb no plate, 4ks, FC's, afc mods, Mack plug, Mack 64mm turbo, gauges, metal dash, 5" stacks

Sours: http://www.competitiondiesel.com/forums/showthread.php?t=123606

Dodge 47RH, 47RE Transmission Band Adjustment

47RH/4R7E Transmission Band Adjustment Parts List

[1] Factory spec is MOPAR ATF+4. To drain and refill the transmission requires approximately 4 quarts of automatic transmission fluid, but quantity drained may vary.

47RH and 47RE Band Adjustment Specifications

Transmission "bands" literally refers to a series of hydraulically actuated bands that lock a respective component of a planetary gearset. Recall that the selected gear ratio in an automatic transmission is determined by the input and output positions of one or more planetary gearsets. When shifts occur, the transmission of power through the gearsets is manipulated to achieve a particular gear ratio. The bands, like various clutch packs, play a vital role in this operation. Transmission bands can stretch, wear, and loosen with time and use. Thus, adjusting the bands is an important service procedure that correlates to transmission shift quality, performance, and even longevity.

When the transmission band adjustments are out of spec abnormal shift behavior may be exhibited, including harsh engagements, slipping, delayed shifts, and overall poor shift quality. If you're transmission is acting up and you've never had the bands adjusted, this is a good place to start. However, do not expect this procedure to be a cure-all for automatic transmission woes.

Note that there are some discrepancies in the proper adjustment between factory service manuals and aftermarket manuals (Haynes, etc). The following figures were sourced from the appropriate factory repair ("workshop") manual. Refer to these specifications when adjusting the bands.

Model Year

Front Band Adjustment

Rear Band Adjustment

1994

Torque to 72 in-lbs, then back off 2-1/2 turns

Torque to 72 in-lbs, then back off 2 turns

1995 - 1996

Torque to 72 in-lbs, then back off 2-7/8 turns

Torque to 72 in-lbs, then back off 2 turns

1997 - 2002

Torque to 72 in-lbs, then back off 1-7/8 turns

Torque to 72 in-lbs, then back off 3 turns

How to Adjust the Front and Rear Bands on a 47RH/47RE Automatic Transmission

Click any thumbnail to view fullsize, detailed image

Transmission pan removal

• Place a suitable oil drain container below the transmission.

• Remove all but (2) of the transmission pan bolts using a 13 mm socket; leave (2) bolts near the center of the pan on opposing sides.

• While holding the transmission pan firmly against the transmission, loosen the remaining transmission pan bolts 1/2 to 3/4 out. Carefully lower one corner of the transmission pan so the fluid can drain. Once it has had a minute to drain, completely remove the transmission pan and discard the transmission pan gasket.

Transmission filter removal

• Remove and discard the transmission filter. It is secured to the valvebody by (3) T25 Torx bolts. Note that a significant amount of fluid will drain once the filter is removed, so position your oil drain container accordingly.

Rear adjustment band location, 47RH/47RE transmission

• The rear transmission band is located towards the rear, passenger side of the transmission at the tip of the armature that controls the band.

Rear band adjustment

• Loosen the adjustment screw locknut with a 9/16" socket and back off 3 to 5 turns.

• Tighten the adjustment screw by rotating it clockwise with a 1/4" socket. Torque to 72 in-lbs (inch lbs, not foot lbs), then back the adjustment screw out (counter-clockwise) per the chart above.

• While holding the adjustment screw in place, torque the locknut to 25 ft-lbs. A crows foot or bent wrench works well for accessing the locknut while preventing the adjustment screw from rotating with a 1/4" socket.

Transmission filter reinstalled

• Install a new transmission filter and torque the (3) bolts to 35 in-lbs.

Transmission pan cleaned with new gasket

• Thoroughly clean the transmission pan and install a new gasket. The magnet is removable so that any clutch material can be easily removed.

• Clean the transmission pan gasket mounting surface of the transmission itself.

• Reinstall the transmission pan. Tighten bolts snug, then torque to 13 ft-lbs (156 in-lbs) in a star/cross pattern.

Front transmission band location, 47RH/47RE

• Locate the front band adjustment screw on the driver side of the transmission just forward of the transmission range selector linkage.

• Loosen the locknut using a 3/4" socket and back off 3 to 5 turns.

• Tighten the adjustment screw by rotating it clockwise with a 5/16" square drive socket. Torque to 72 in-lbs (inch lbs, not foot lbs), then back the adjustment screw out (counter-clockwise) per the chart above.

• While holding the adjustment screw in place, torque the locknut to 25 ft-lbs. A crows foot works well for accessing the locknut while preventing the adjustment screw from rotating with a 5/16" square socket.

Transmission dipstick location, 12v Cummins

• Refill the transmission with ATF through the transmission dipstick tube until the fluid level reaches the appropriate indicating mark on the dipstick.

• Start the engine and allow it to run for several minutes, then recheck the transmission fluid level; add fluid as necessary. Drive the vehicle and test for proper transmission operation, then check and adjust the fluid level once more. A typical refill requires 4 to 5 quarts of ATF.

Sours: https://www.dieselhub.com/maintenance/47rh-47re-transmission-band-adjustment.html

Front symptoms 48re band

Hollow between them, very brightly and in relief outlining both bulges and giving them even greater charm - a perfect stroke in its capacity and beauty mother nature. Do you want some fruit. - asked Yuri Mikhailovich.

How to adjust bands and change automatic transmission fluid

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