The 42RLE is a four-speed transmission that is a conventional hydraulic/mechanical assembly controlled with adaptive electronic controls and monÂitors. The hydraulic system of the transmission conÂsists of the transmission fluid, fluid passages, hydraulic valves, and various line pressure control components. An input clutch assembly which houses the underdrive, overdrive, and reverse clutches is used. It also utilizes separate holding clutches: 2nd/ 4th gear and Low/Reverse. The primary mechanical components of the transmission consist of the followÂing: Three multiple disc input clutches Two multiple disc holding clutches Four hydraulic accumulators Two planetary gear sets Hydraulic oil pump Valve body Solenoid/Pressure switch assembly Control of the transmission is accomplished by fully adaptive electronics. Optimum shift scheduling is accomplished through continuous real-time sensor feedback information provided to the Transmission Control Module (TCM) portion of the Powertrain Control Module (PCM). The TCM is the heart of the electronic control sysÂtem and relies on information from various direct and indirect inputs (sensors, switches, etc.) to deterÂmine driver demand and vehicle operating condiÂtions. With this information, the TCM can calculate and perform timely and quality shifts through variÂous output or control devices (solenoid pack, transÂmission control relay, etc.). The TCM also performs certain self-diagnostic functions and provides comprehensive information (sensor data, DTCâs, etc.) which is helpful in proper diagnosis and repair. This information can be viewed with the DRBÂ scan tool. In first gear range, torque input is through the underdrive clutch to the underdrive hub assembly. The underdrive hub is splined to the rear sun gear. When the underdrive clutch is applied, it rotates the underdrive hub and rear sun gear. The L/R clutch is applied to hold the front carrier/rear annulus assembly. The rear sun gear drives the rear planetary pinion gears. The rear planetary pinion gears are forced to walk around the inside of the staÂtionary rear annulus gear. The pinions are pinned to the rear carrier and cause the rear carrier assembly to rotate as they walk around the annulus gear. This provides the torque output for first gear. The other planetary gearset components are freewheeling. The first gear ratio is 2.84:1.

1) Purpose and symptoms that point to worn transmission bearings (why you’d do this)
- Role: bearings/bushings support the rotating shafts (input, intermediate/counter, output) and control radial and axial position of gears and clutch hubs so the pump and clutch packs see correct clearances and pump pressure.
- Symptoms of worn bearings/bushings: whining/grinding noise that changes with speed, metal flakes in the pan, low/erratic line pressure, clutch slipping or delayed engagement, excessive endplay or shaft wobble, overheating. These come from increased shaft runout or axial play that changes gear mesh and clutch pack clearances.

2) High‑level repair theory (what replacing the bearings accomplishes)
- Bearings/bushings restore concentric support to the rotating shafts, re‑establishing correct radial/axial clearances. That eliminates shaft wobble and misalignment, stops abnormal wear of gear teeth and clutch facings, restores pump volumetric efficiency and line pressure, and removes the metal‑on‑metal contact that causes noise and heat.
- If journals/bores are oversize, simply putting in new bearings/bushings without correcting bore size will not work; you either install correctly sized oversize bushings or repair the bores/sleeve them.

3) Required tools and measuring gear (brief)
- Bench press or arbor press, pullers, snap‑ring pliers, drift set and brass punches, torque wrench, micrometer/calipers, dial indicator, telescoping gauge or bore gauge, caliper/feeler gauges, reamer/installer tools for bushings, heat source (oven/induction) for interference fits, clean workspace and solvent, new seals/gaskets/fasteners, correct replacement bearings/bushings and thrust washers.

4) Ordered procedure (focused on bearings/bushings) — follow factory manual torque/sequence/specs
1. Drain transmission fluid and remove transmission from vehicle (including torque converter removal from flexplate). Support and mark orientation of any transfer case or adapters.
2. Remove external components (pan, filter, valve body, electrical connectors) to access internals. Keep parts organized and document positions.
3. Remove front pump and clutch assemblies to expose shafts. Remove snap rings and retainers that hold the shafts and planetary carriers in place.
4. Remove the input shaft, intermediate/countershaft and output shaft assemblies per manual so you can access bushings/bearings and journals. Note thrust washers and any spacers; keep their orientation.
5. Inspect and measure: clean journals and bores, then measure shaft journal diameters with a micrometer and bore diameters with a bore gauge/telescoping gauge. Measure axial endplay with a dial indicator. Compare to factory tolerances to determine whether bushings/bearings are worn beyond spec.
6. Remove worn bearings/bushings:
- Roller bearings: press out with a press and proper driver. Keep track of inner/outer orientation.
- Bronze bushings: drive or ream out using the correct pilot and extractor as factory procedure prescribes.
- Needle rollers: remove cages and rollers and inspect for flats.
7. Inspect mating parts: check shaft journals for scoring, out‑of‑round, or taper. Minor scoring may be polished; deep damage requires shaft replacement or machining.
8. If bores are oversize, select repair path:
- Fit new oversize (service) bushings matched to shaft journal, or
- Sleeve/line bore to original spec, or
- Replace the affected component (carrier, case) if required.
9. Install new bearings/bushings:
- Clean thoroughly and apply assembly lube.
- Heat the case or cool the bearing/bushing if interference fit is used (follow spec).
- Press bearings fully to the correct depth using drivers that bear on the intended seating surface.
- Install thrust washers and snap rings in correct orientation and with correct endplay shims/spacers.
10. Reassemble shafts and planetary assemblies, making sure all shim stacks and thrust clearances are set to factory spec. Use a dial indicator to verify axial endplay and shaft runout where specified.
11. Reinstall pump, clutch packs and valve body. Replace seals and gaskets. Torque all fasteners to spec.
12. Reinstall torque converter (ensure it fully engages splines and pump) and transmission in vehicle. Fill with correct fluid type and volume. Bench‑bleed or cycle converter where required to avoid cavitation.
13. Road test while monitoring temperature and pressure (if possible). Recheck fluid for metal and re‑inspect for leaks.

5) How each repair action fixes the fault (direct mapping)
- Removing worn bushings removes the oversized clearance that let the shaft move. Installing correct‑sized bushings/roller bearings re-centers the shaft, restoring concentricity and reducing radial runout.
- Restored concentricity:
- Improves gear tooth contact patterns → reduces whining, tooth chipping and metal debris.
- Restores clutch pack clearances and band alignment → stops slipping and poor engagement.
- Stabilizes pump internal clearances → restores volumetric efficiency and line pressure, eliminating low pressure symptoms.
- Replacing thrust washers and setting endplay:
- Controls axial movement of shafts so clutch drums and servos operate with intended stroke. Excess axial play can prevent band/clutch full application or cause premature wear.
- Replacing bearings reduces frictional heating and removes bearings that were shedding rollers/metal fragments → lowers operating temperature and prevents further contamination.
- Correct installation and sealing prevents progressive contamination and fluid loss that would reaccelerate wear.

6) Key inspection/accept/reject criteria (what means “done”)
- Shaft journal dimensions and bore diameters within factory spec or properly matched to service bushing size.
- Axial endplay and radial runout within spec (use dial indicator).
- No metal debris in fluid after initial test run; fluid remains clean and pressure readings are normal.
- No abnormal noise, slipping or overheating during road test.

7) Final notes (concise cautions)
- Do not reuse bearings/bushings that show scoring or spalling.
- If journals are seriously damaged, replacement of the shaft or carrier is required; new bushings on a damaged shaft is a temporary failure mode.
- Always follow 42RLE factory tolerances for bushings, thrust washers, and endplay — incorrect clearances will create new faults.

That is the ordered how/why: diagnose, disassemble, measure, replace bearings/bushings or machine bores, reassemble with correct clearances, and verify. The repair fixes the faults by restoring proper shaft support and clearances so pump pressure, gear mesh and clutch engagement return to design behavior.
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