Dodge Ram Truck 1500-2500-3500. Manual — part 1778

ADJUSTMENTS

ADJUSTMENT - BANDS

FRONT BAND

The front (kickdown) band adjusting screw (2) is
located on the left side of the transmission case above
the manual valve and throttle valve levers.

1. Raise vehicle.

2. Loosen band adjusting screw locknut. Then back

locknut (1) off 3-5 turns. Be sure adjusting screw
turns freely in case. Apply lubricant to screw
threads if necessary.

3. Tighten band adjusting screw to 8 N·m (72 in. lbs.)

torque with an appropriate Torx™ socket.

CAUTION: If Adapter C-3705 is needed to reach
the adjusting screw, tighten the screw to only 5
N·m (47-50 in. lbs.) torque.

4. Back off front band adjusting screw 1-3/4 turns, for

diesel vehicles, or 1-1/2 turns, for V-10 vehicles.

5. Hold adjuster screw in position and tighten locknut to 41 N·m (30 ft. lbs.) torque.

6. Lower vehicle.

REAR BAND

The transmission oil pan must be removed for access
to the rear band adjusting screw (1).

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.

4. Tighten adjusting screw to 8 N·m (72 in. lbs.)

torque.

5. Back off adjusting screw 3 turns.

6. Hold adjusting screw in place and tighten locknut to

34 N·m (25 ft. lbs.) torque.

7. Position new gasket on oil pan and install pan on

transmission. Tighten pan bolts to 17 N·m (13 ft.
lbs.) torque.

8. Lower vehicle and refill transmission with Mopar

T

ATF +4, Automatic Transmission fluid.

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SYSTEM-BRAKE TRANSMISSION SHIFT INTERLOCK

DESCRIPTION

The Brake Transmission Shifter Interlock (BTSI), is a
solenoid operated system. It consists of a solenoid
permanently mounted on the gearshift cable.

OPERATION

The system locks the shifter into the PARK position. The interlock system is engaged whenever the ignition switch
is in the LOCK or ACCESSORY position. An additional electrically activated feature will prevent shifting out of the
PARK position unless the brake pedal is depressed approximately one-half an inch. A magnetic holding device in
line with the park lock cable is energized when the ignition is in the RUN position. When the key is in the RUN
position and the brake pedal is depressed, the shifter is unlocked and will move into any position. The interlock
system also prevents the ignition switch from being turned to the LOCK or ACCESSORY position, unless the shifter
is fully locked into the PARK position.

DIAGNOSIS AND TESTING - BRAKE TRANSMISSION SHIFT INTERLOCK

1. Verify that the key can only be removed in the PARK position.

2. When the shift lever is in PARK And the shift handle pushbutton is in the “OUT” position, the ignition key cylinder

should rotate freely from OFF to LOCK. When the shifter is in any other gear or neutral position, the ignition key
cylinder should not rotate to the LOCK position.

3. Shifting out of PARK should not be possible when the ignition key cylinder is in the OFF position.

4. Shifting out of PARK should not be possible while applying normal pushbutton force and ignition key cylinder is

in the RUN or START positions unless the foot brake pedal is depressed approximately 1/2 inch (12mm).

5. Shifting out of PARK should not be possible when the ignition key cylinder is in the ACCESSORY or LOCK

positions.

6. Shifting between any gears, NEUTRAL or into PARK may be done without depressing foot brake pedal with

ignition switch in RUN or START positions.

ADJUSTMENTS - BRAKE TRANSMISSION SHIFT INTERLOCK

Correct cable adjustment is important to proper interlock operation. The gearshift cable must be correctly adjusted
in order to shift out of PARK.

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ADJUSTMENT PROCEDURE

1. Remove the steering column trim as necessary for

access to the brake transmission shift interlock.

2. Shift the transmission into the PARK position.

3. Pull upward on both the BTSI lock tab (4) and the

gearshift cable lock tab (3).

4. Verify that the shift lever is in the PARK position.

5. Verify positive engagement of the transmission

park lock by attempting to rotate the propeller
shaft. The shaft will not rotate when the park lock is
engaged.

6. Turn ignition switch to LOCK position. Be sure

ignition key cylinder is in the LOCK position.
Cable will not adjust correctly in any other
position.

7. Ensure that the cable is free to self-adjust by push-

ing cable rearward and releasing.

8. Push the gearshift cable lock tab (3) down until it snaps in place.

9. Locate the BTSI alignment hole in the bottom of the BTSI mechanism between the BTSI lock tab and the BTSI

connector.

10. Move the BTSI assembly up or down on the gearshift cable until an appropriate size drill bit can be inserted into

the alignment hole and through the assembly.

11. Push the BTSI lock tab (4) down until it snaps into place and remove the drill bit.

12. Install any steering column trim previously removed.

BTSI FUNCTION CHECK

1. Verify removal of ignition key allowed in PARK position only.

2. When the shift lever is in PARK, the ignition key cylinder should rotate freely from off to lock. When the shifter

is in any other position, the ignition key should not rotate from off to lock.

3. Shifting out of PARK should be possible when the ignition key cylinder is in the off position.

4. Shifting out of PARK should not be possible while applying normal force, and ignition key cylinder is in the run

or start positions, unless the foot brake pedal is depressed approximately 1/2 inch (12mm).

5. Shifting out of PARK should not be possible when the ignition key cylinder is in the accessory or lock position.

6. Shifting between any gear and NEUTRAL, or PARK, may be done without depressing foot brake with ignition

switch in run or start positions.

7. Engine starts must be possible with shifter lever in PARK or NEUTRAL positions only. Engine starts must not be

possible in any position other than PARK or NEUTRAL.

8. With shifter lever in the:

•

PARK position - Apply upward force on the shift arm and remove pressure. Engine starts must be possible.

•

PARK position - Apply downward force on the shift arm and remove pressure. Engine starts must be possible.

•

NEUTRAL position - Normal position. Engine starts must be possible.

•

NEUTRAL position - Engine running and brakes applied, apply upward force on the shift arm. Transmission
shall not be able to shift from neutral to reverse.

GOVERNOR-ELECTRONIC

DESCRIPTION

Governor pressure is controlled electronically. Components used for governor pressure control include:

•

Governor body

•

Valve body transfer plate

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•

Governor pressure solenoid valve

•

Governor pressure sensor

•

Fluid temperature thermistor

•

Throttle position sensor (TPS)

•

Transmission speed sensor

•

Powertrain control module (PCM)

GOVERNOR PRESSURE SOLENOID VALVE

The solenoid valve (2) is a duty-cycle solenoid which
regulates the governor pressure needed for upshifts
and downshifts. It is an electro-hydraulic device
located in the governor body on the valve body trans-
fer plate.

GOVERNOR BODY, TRANSFER PLATE, AND PRESSURE SENSOR

The governor pressure sensor (2) measures output
pressure of the governor pressure solenoid valve.

The transfer plate is designed to supply transmission
line pressure to the governor pressure solenoid valve
and to return governor pressure.

The governor pressure solenoid valve is mounted in
the governor body (1). The body is bolted to the lower
side of the transfer plate.

GOVERNOR PRESSURE CURVES

There are four governor pressure curves programmed into the transmission control module. The different curves
allow the control module to adjust governor pressure for varying conditions. One curve is used for operation when
fluid temperature is at, or below, –1°C (30°F). A second curve is used when fluid temperature is at, or above, 10°C
(50°F) during normal city or highway driving. A third curve is used during wide-open throttle operation. The fourth
curve is used when driving with the transfer case in low range.

OPERATION

Compensation is required for performance variations of two of the input devices. Though the slope of the transfer
functions is tightly controlled, offset may vary due to various environmental factors or manufacturing tolerances.

The pressure transducer is affected by barometric pressure as well as temperature. Calibration of the zero pressure
offset is required to compensate for shifting output due to these factors.

Normal calibration will be performed when sump temperature is above 50 degrees F, or in the absence of sump
temperature data, after the first 10 minutes of vehicle operation. Calibration of the pressure transducer offset occurs
each time the output shaft speed falls below 200 RPM. Calibration shall be repeated each 3 seconds the output

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