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AUTOMATIC TRANSMISSION - 45RFE/545RFE
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OIL PUMP FRONT SEAL REMOVAL . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . OUTPUT SPEED SENSOR DESCRIPTION . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . REMOVAL . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . TOW/HAUL OVERDRIVE SWITCH DESCRIPTION . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . REMOVAL . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . PISTONS DESCRIPTION . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . PLANETARY GEARTRAIN DESCRIPTION . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . DISASSEMBLY . . . . . . . . . . . . CLEANING . . . . . . . . . . . . . . . INSPECTION ............. ASSEMBLY . . . . . . . . . . . . . . . SHIFT MECHANISM DESCRIPTION . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . SOLENOID SWITCH VALVE DESCRIPTION . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . SOLENOIDS DESCRIPTION . . . . . . . . . . . .
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OPERATION . . . . . . . . . . . . . . . . . . . . . . . TORQUE CONVERTER DESCRIPTION . . . . . . . . . . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . . . . . . . . . . REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . . . TRANSMISSION CONTROL RELAY DESCRIPTION . . . . . . . . . . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . . . . . . . . . . TRANSMISSION RANGE SENSOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . . . . . . . . . . TRANSMISSION SOLENOID/TRS ASSEMBLY DESCRIPTION . . . . . . . . . . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . . . . . . . . . . REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . . . TRANSMISSION TEMPERATURE SENSOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . . . . . . . . . . VALVE BODY DESCRIPTION . . . . . . . . . . . . . . . . . . . . . OPERATION . . . . . . . . . . . . . . . . . . . . . . . REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . CLEANING . . . . . . . . . . . . . . . . . . . . . . . . INSPECTION ...................... ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . INSTALLATION . . . . . . . . . . . . . . . . . . . . .
. . . 445 . . . . . . . . . 445 . 449 . 450 . 451
. . . 451 . . . 451 . . . 451 . . . 451 . . . . . . . . . 452 . 452 . 453 . 454
. . . 454 . . . 454 . . . . . . . . . . . . . . . . . 454 . 454 . 456 . 457 . 459 . 460 . 461 . 463
AUTOMATIC TRANSMISSION 45RFE/545RFE
DESCRIPTION
The 45RFE/545RFE automatic transmissions is a sophisticated, multi-range, electronically controlled transmission which combines optimized gear ratios for responsive performance, state of the art efficiency features and low NVH. Other features include driver adaptive shifting and three planetary gear sets to provide wide ratio capability with precise ratio steps for optimum driveability. The three planetary gear sets also make available a unique alternate second gear ratio. The primary 2nd gear ratio fits between 1st and 3rd gears for normal through-gear accelerations. The alternate second gear ratio (2prime) allows smoother 4-2 kickdowns at high speeds to provide 2nd gear passing performance over a wider highway cruising range.
The hydraulic portion of the transmission consists of the transmission fluid, fluid passages, hydraulic valves, and various line pressure control components. The primary mechanical components of the transmission consist of the following: · Three multiple disc input clutches · Three multiple disc holding clutches · Five hydraulic accumulators · Three planetary gear sets · Dual Stage Hydraulic oil pump · Valve body · Solenoid pack The TCM is the "heart" or "brain" of the electronic control system and relies on information from various direct and indirect inputs (sensors, switches, etc.) to determine driver demand and vehicle operating conditions. With this information, the TCM can calculate and perform timely and quality shifts through various output or control devices (solenoid pack, transmission control relay, etc.).
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AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)
TRANSMISSION IDENTIFICATION
Transmission identification numbers are stamped on the left side of the case just above the oil pan sealing surface (Fig. 1). Refer to this information when ordering replacement parts. A label is attached to the transmission case above the stamped numbers. The label gives additional information which may also be necessary for identification purposes.
OPERATION
The 45RFE/545RFE offers full electronic control of all automatic up and downshifts, and features realtime adaptive closed-loop shift and pressure control. Electronic shift and torque converter clutch controls help protect the transmission from damage due to high temperatures, which can occur under severe operating conditions. By altering shift schedules, line pressure, and converter clutch control, these controls reduce heat generation and increase transmission cooling. To help reduce efficiency-robbing parasitic losses, the transmissions includes a dual-stage transmission fluid pump with electronic output pressure control. Under most driving conditions, pump output pressure greatly exceeds that which is needed to keep the clutches applied. The 45RFE/545RFE pump-pressure control system monitors input torque and adjusts the pump pressure accordingly. The primary stage of the pump works continuously; the second stage is bypassed when demand is low. The control system also monitors input and output speed and, if incipient clutch slip is observed, the pressure control solenoid duty cycle is varied, increasing pressure in proportion to demand. A high-travel torque converter damper assembly allows earlier torque converter clutch engagement to reduce slippage. Needle-type thrust bearings reduce internal friction. The 45RFE/545RFE is packaged in a one-piece die-cast aluminum case. To reduce NVH, the case has high lateral, vertical and torsional stiffness. It is also designed to maximize the benefit of the structural dust cover that connects the bottom of the bell housing to the engine bedplate, enhancing overall power train stiffness. Dual filters protect the pump and other components. A pump return filter is added to the customary main sump filter. Independent lubrication and cooler circuits assure ample pressure for normal transmission operation even if the cooler is obstructed or the fluid cannot flow due to extremely low temperatures. The hydraulic control system design (without electronic assist) provides the transmission with PARK, REVERSE, NEUTRAL, SECOND, and THIRD gears, based solely on driver shift lever selection. This design allows the vehicle to be driven (in "limp-in" mode) in the event of a electronic control system failure, or a situation that the Transmission Control Module (TCM) recognizes as potentially damaging to the transmission. The TCM also performs certain self-diagnostic functions and provides comprehensive information (sensor data, DTC's, etc.) which is helpful in proper diagnosis and repair. This information can be viewed with the DRB scan tool.
Fig. 1 Transmission Part And Serial Number Location
1 - IDENTIFICATION NUMBERS (STAMPED)
GEAR RATIOS
The 45RFE gear ratios are: 1st . . . . . . 2nd . . . . . . 2nd Prime 3rd . . . . . . 4th . . . . . . Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.00:1 1.67:1 1.50:1 1.00:1 0.75:1 3.00:1
GEAR RATIOS
The 545RFE gear ratios are: 1st . . . . . . 2nd . . . . . . 2nd Prime 3rd . . . . . . 4th . . . . . . 5th . . . . . . Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.00:1 1.67:1 1.50:1 1.00:1 0.75:1 0.67:1 3.00:1
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AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)
DIAGNOSIS AND TESTING DIAGNOSIS AND TESTING - AUTOMATIC TRANSMISSION
CAUTION: Before attempting any repair on a RFE automatic transmission, check for Diagnostic Trouble Codes with the DRB scan tool. Transmission malfunctions may be caused by these general conditions: · Poor engine performance · Improper adjustments · Hydraulic malfunctions · Mechanical malfunctions · Electronic malfunctions Diagnosis of these problems should always begin by checking the easily accessible variables: fluid level and condition, gearshift cable adjustment. Then perform a road test to determine if the problem has been corrected or if more diagnosis is necessary. If the problem persists after the preliminary tests and corrections are completed, hydraulic pressure checks should be performed.
(6) Perform air-pressure test to check clutch operation.
VEHICLE IS DISABLED
(1) Check fluid level and condition. (2) Check for broken or disconnected gearshift cable. (3) Check for cracked, leaking cooler lines, or loose or missing pressure-port plugs. (4) Raise and support vehicle on safety stands, 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 shaft does not turn and transmission is noisy, stop engine. Remove oil pan, and check for debris. If pan is clear, remove transmission and check for damaged driveplate, converter, oil pump, or input shaft. (c) If propeller shaft does not turn and transmission is not noisy, perform hydraulic-pressure test to determine if problem is hydraulic or mechanical.
DIAGNOSIS AND TESTING - ROAD TESTING
Before road testing, be sure the fluid level and control cable adjustments have been checked and adjusted if necessary. Verify that all diagnostic trouble codes have been resolved. Observe engine performance during the road test. A poorly tuned engine will not allow accurate analysis of transmission operation. Operate the transmission in all gear ranges. Check for shift variations and engine flare which indicates slippage. Note if shifts are harsh, spongy, delayed, early, or if part throttle downshifts are sensitive. Slippage indicated by engine flare, usually means clutch, overrunning clutch, or line pressure problems. A slipping clutch can often be determined by comparing which internal units are applied in the various gear ranges. The Clutch Application charts provide a basis for analyzing road test results.
DIAGNOSIS AND TESTING - PRELIMINARY
Two basic procedures are required. One procedure for vehicles that are drivable and an alternate procedure for disabled vehicles (will not back up or move forward).
VEHICLE IS DRIVABLE
(1) Check for transmission fault codes using DRB scan tool. (2) Check fluid level and condition. (3) Adjust gearshift cable if complaint was based on delayed, erratic, or harsh shifts. (4) Road test and note how transmission upshifts, downshifts, and engages. (5) Perform hydraulic pressure test if shift problems were noted during road test.
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AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)
45RFE CLUTCH APPLICATION CHART
SLP PPARK RREVERSE N-NEUTRAL DOVERDRIVE FIRST SECOND SECOND PRIME THIRD FOURTH LIMP-IN 2FIRST SECOND LIMP-IN 1LOW ON ON ON ON ON ON ON ON ON ON ON ON ON ON ON ON ON* ON ON ON ON ON UD OD R 2C 4C L/R ON ON ON ON* ON OVERRUNNING
*L/R clutch is on only with the output shaft speed below 150 rpm.
545RFE CLUTCH APPLICATION CHART
SLP PPARK RREVERSE N-NEUTRAL DOVERDRIVE FIRST SECOND SECOND PRIME THIRD FOURTH FIFTH LIMP-IN 2FIRST SECOND LIMP-IN 1LOW ON ON ON ON ON ON ON ON ON ON ON ON ON ON ON ON ON ON* ON ON ON ON ON ON UD OD R 2C 4C L/R ON ON ON ON* ON OVERRUNNING
*L/R clutch is on only with the output shaft speed below 150 rpm.
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AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)
DIAGNOSIS AND TESTING - HYDRAULIC PRESSURE TEST
An accurate tachometer and pressure test gauges are required. Test Gauge C-3293-SP has a 300 psi range and is used at all locations where pressures exceed 100 psi.
Pressure Test Port Locations
Only two pressure ports are supplied on the transmission case. The torque converter clutch apply and release ports are located on the right side of the transmission case (Fig. 2).
Fig. 3 Pressure Tap Locations
Fig. 2 Torque Converter Pressure Locations
1 2 3 4 5 TCC RELEASE TO COOLER TCC APPLY FROM COOLER LINE PRESSURE SENSOR
To determine the line pressure, there are two available methods. The DRB scan tool can be used to read line pressure from the line pressure sensor. The second method is to install Line Pressure Adapter 8259 (Fig. 4) into the transmission case and then install the pressure gauge and the original sensor into the adapter. This will allow a comparison of the DRB readings and the gauge reading to determine the accuracy of the line pressure sensor. The DRB line pressure reading should match the gauge reading within ±10 psi. In order to access any other pressure tap locations, the transmission oil pan must be removed, the pressure port plugs removed and Valve Body Pressure Tap Adapter 8258-A (Fig. 5) installed. The extensions supplied with Adapter 8258-A will allow the installation of pressure gauges to the valve body. Refer to (Fig. 3) for correct pressure tap location identification.
Fig. 4 Line Pressure Adapter 8259
1 2 3 4 LINE PRESSURE SENSOR PORT LINE PRESSURE SENSOR TOOL 8259 PRESSURE TAP
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AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)
1500 rpm. Check the transmission for proper operation in each gear position that is in question or if a specific element is in question, check the pressure readings in at least two gear positions that employ that element. Refer to the Hydraulic Schematics at the rear of this section to determine the correct pressures for each element in a given gear position. NOTE: The 45RFE/545RFE utilizes closed loop control of pump line pressure. The pressure readings may therefore vary greatly but should always follow line pressure. Some common pressures that can be measured to evaluate pump and clutch performance are the upshift/downshift pressures, garage shift pressures, and TCC pressure. The upshift/downshift pressure for all shifts are shown in UPSHIFT PRESSURES and DOWNSHIFT PRESSURES. In-gear maximum pressure for each gear position is shown in IN-GEAR PRESSURES. The garage shift pressure when performing a N-R shift is 220 psi for 3.7L/4.7L equipped vehicles and 250 psi for 5.7L equipped vehicles. The garage shift pressure for the R-N shift is 120 psi. The garage shift pressure for the N-1 shift is 135 psi for 3.7L/4.7L equipped vehicles and 165 psi for 5.7L equipped vehicles. Torque converter lock-up pressure is 120 psi for 3.7L/4.7L equipped vehicles and 125 psi for 5.7L equipped vehicles.
Fig. 5 Valve Body Pressure Tap Adapter 8258-A
1 - RFE TRANSMISSION 2 - TOOL 8258-A
TEST PROCEDURE
All pressure readings should be taken with the transmission fluid level full, transmission oil at the normal operating temperature, and the engine at
UPSHIFT PRESSURES
ENGINE 5.7L 3.7L/4.7L 1-2 150 120 2-3 125 120 2prime-3 125 120 3-4 135 120 2prime-4 135 120 2-5 135 120 3-5 135 120 4-5 135 130
DOWNSHIFT PRESSURES
ENGINE 5.7L 3.7L/ 4.7L 5-4 135 120 5-3 135 120 5-2 135 120 4-3 135 120 42prime 135 120 3-2 135 120 32prime 135 120 2prime-1 2-1 135 120 135 120 3-1 135 120
IN-GEAR PRESSURES
ENGINE 5.7L 3.7L/4.7L 1 160 135 2 135 120 2prime 135 120 3 135 120 4 135 120 5 135 120 NEUTRAL 120 120 REVERSE 250 220
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AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)
DIAGNOSIS AND TESTING - AIR CHECKING TRANSMISSION CLUTCH OPERATION
fluid spilled during factory fill or fill after repair. Converter housing leaks have several potential sources. Through careful observation, a leak source can be identified before removing the transmission for repair. Torque converter seal leaks tend to move along the drive hub and onto the rear of the converter. Pump cover seal tend to run down the cover and the inside surface of the bellhousing. Some leaks, or suspected leaks, may be particularly difficult to locate. If necessary, a Mopar approved dye may be used to locate a leak.
TORQUE CONVERTER LEAK POINTS
Fig. 6 Air Pressure Test Passages
1 2 3 4 5 6 LOW REVERSE CLUTCH 4TH CLUTCH 2ND CLUTCH OVERDRIVE CLUTCH UNDERDRIVE CLUTCH REVERSE CLUTCH
Air-pressure testing can be used to check transmission clutch operation. The test can be conducted with the transmission either in the vehicle or on the work bench, as a final check. Air-pressure testing requires that the oil pan and valve body be removed from the transmission. The clutch apply passages are shown in the Air Pressure Test Passages graphic (Fig. 6). NOTE: The air supply which is used must be free of moisture and dirt. Use a pressure of 30 psi to test clutch operation. Apply air pressure at each port. If the clutch is functioning, a soft thump will be heard as the clutch is applied. The clutch application can also be felt by touching the appropriate element while applying air pressure. As the air pressure is released, the clutch should also release.
Fig. 7 Torque Converter Assembly
1 2 3 4 5 6 7 TURBINE ASSEMBLY STATOR CONVERTER HUB O-RING IMPELLER ASSEMBLY CONVERTER CLUTCH PISTON TURBINE HUB
Possible sources of converter leaks are: (1) Leaks at the weld joint around the outside diameter weld (Fig. 7). (2) Leaks at the converter hub weld (Fig. 7).
STANDARD PROCEDURE - ALUMINUM THREAD REPAIR
Damaged or worn threads in the aluminum transmission case and valve body can be repaired by the use of Heli-CoilsTM, or equivalent. This repair consists of drilling out the worn-out damaged threads. Then tap the hole with a special Heli-CoilTM tap, or equivalent, and installing a Heli-CoilTM insert, or equivalent, into the hole. This brings the hole back to its original thread size. Heli-CoilTM, or equivalent, tools and inserts are readily available from most automotive parts suppliers.
DIAGNOSIS AND TESTING - CONVERTER HOUSING FLUID LEAK
When diagnosing converter housing fluid leaks, two items must be established before repair. (1) Verify that a leak condition actually exists. (2) Determined the true source of the leak. Some suspected converter housing fluid leaks may not be leaks at all. They may only be the result of residual fluid in the converter housing, or excess
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AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)
REMOVAL
(1) Disconnect the negative battery cable. (2) Raise and support the vehicle (3) Remove any necessary skid plates. (Refer to 13 - FRAMES & BUMPERS/FRAME/TRANSFER CASE SKID PLATE - REMOVAL) (4) Mark propeller shaft and axle companion flanges for assembly alignment. (5) Remove the rear propeller shaft (6) Remove the front propeller shaft, if necessary. (7) Remove the engine to transmission collar (Fig. 8).
Fig. 9 Disconnect Output Speed Sensor
1 - TRANSMISSION 2 - OUTPUT SPEED SENSOR
Fig. 8 Transmission Collar
1 - ENGINE 2 - STRUCTURAL DUST COVER 3 - TRANSMISSION
Fig. 10 Disconnect Input Speed Sensor
1 - TRANSMISSION 2 - INPUT SPEED SENSOR
(8) Remove the exhaust support bracket from the rear of the transmission. (9) Disconnect and lower or remove any necessary exhaust components. (10) Remove the starter motor. (11) Rotate crankshaft in clockwise direction until converter bolts are accessible. Then remove bolts one at a time. Rotate crankshaft with socket wrench on dampener bolt. (12) Disengage the output speed sensor connector from the output speed sensor (Fig. 9). (13) Disengage the input speed sensor connector from the input speed sensor (Fig. 10). (14) Disengage the transmission solenoid/TRS assembly connector from the transmission solenoid/ TRS assembly (Fig. 11). (15) Disengage the line pressure sensor connector from the line pressure sensor (Fig. 12).
(16) Disconnect gearshift cable from transmission manual valve lever (Fig. 13). (17) Disconnect the transmission vent hose from the transmission. (18) Support rear of engine with safety stand or jack. (19) Raise transmission slightly with service jack to relieve load on crossmember and supports. (20) Remove bolts securing rear support and cushion to transmission and crossmember. (21) Remove transfer case, if necessary. (22) Disconnect transmission fluid cooler lines at transmission fittings and clips. (23) Remove all remaining converter housing bolts. (24) Carefully work transmission and torque converter assembly rearward off engine block dowels.
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Fig. 11 Disconnect Transmission Solenoid/TRS Assembly
1 - TRANSMISSION 2 - TRANSMISSION SOLENOID/TRS ASSEMBLY
Fig. 13 Gearshift Cable at Transmission - RFE
1 - GEARSHIFT CABLE 2 - RFE TRANSMISSION 3 - MANUAL LEVER
Fig. 12 Disconnect Line Pressure Sensor
1 - TRANSMISSION 2 - LINE PRESSURE SENSOR
(25) Hold torque converter in place during transmission removal. (26) Lower transmission and remove (Fig. 14) assembly from under the vehicle. (27) To remove torque converter, carefully slide torque converter out of the transmission.
Fig. 14 Remove Transmission
1 - ENGINE 2 - TRANSMISSION
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DISASSEMBLY
(6) Inspect the ends of the sensors for debris, which may indicate the nature of the transmission failure.
Fig. 15 Remove the Manual Shaft Lever
1 - MANUAL SHAFT LEVER
Fig. 17 Install Support Stand - Tool 8257
1 - TOOL 8257
(1) Drain fluid from transmission. (2) Clean exterior of transmission with suitable solvent or pressure washer. (3) Remove the torque converter from the transmission. (4) Remove the manual shift lever (1) (Fig. 15) from the transmission.
(7) Install Support Stand 8257 (1) onto the transmission case. (Fig. 17)
Fig. 18 Measure Input Shaft End Play
1 - TOOL 8266 2 - TOOL C-3339
Fig. 16 Remove Input, Output, and Line Pressure Sensors
1 - OUTPUT SPEED SENSOR 2 - LINE PRESSURE SENSOR 3 - INPUT SPEED SENSOR
(8) Using Adapter 8266-1 from End-Play Tool Set 8266 (1) and Dial Indicator C-3339 (2), measure and record the input shaft end-play. (Fig. 18)
(5) Remove the input (3), output (1), and line pressure sensors (2) from the transmission case. (Fig. 16)
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NOTE: When measuring the input shaft end-play, two stops will be felt. When the input shaft is pushed inward and the dial indicator zeroed, the first stop felt when the input shaft is pulled outward is the movement of the input shaft in the input clutch housing hub. This value should not be included in the end-play measured value and therefore must be recorded and subtracted from the dial indicator reading.
Fig. 20 Remove Primary Oil and Cooler Filters
1 2 3 4 PRIMARY OIL FILTER COOLER RETURN FILTER COOLER RETURN FILTER BYPASS VALVE VALVE BODY
Fig. 19 Measure Output Shaft End Play
1 - TOOL 8261 2 - TOOL 8266 3 - TOOL C-3339
(9) Remove the bolts holding the transmission extension/adapter housing to the transmission case. (10) Remove the extension/adapter housing from the transmission case. (11) Using Alignment Plate 8261 (1), Adapter 8266-17 from End-Play Tool Set 8266 (2) and Dial Indicator C-3339 (3), measure and record the output shaft end-play. (Fig. 19) (12) Remove the bolts holding the transmission oil pan to the transmission case. (13) Remove the transmission oil pan from the transmission case. (14) Remove the primary oil filter (1) and the oil cooler return filter (2). (Fig. 20) (15) Remove the cooler return filter bypass valve (3). (16) Remove the bolts (1) holding the valve body to the transmission case. (Fig. 21)
Fig. 21 Remove Valve Body Assembly
1 - VALVE BODY TO CASE BOLT (6)
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(17) Remove the valve body from the transmission case. (21) Remove the bolts (1) holding the oil pump into the transmission case. (Fig. 23) (22) Remove the oil pump (2). Hold inward on the input shaft to prevent pulling the input clutch assembly with the oil pump. (Fig. 23) CAUTION: If the input shaft is not held during oil pump removal, the input clutch assembly will attempt to move forward with the oil pump and the numbers 2, 3, or 4 bearings inside the input clutch assembly may become dislodged.
Fig. 22 Remove Transmission Front Cover
1 - INNER SNAP-RING 2 - TRANSMISSION FRONT COVER 3 - OUTER SNAP-RING
(18) Remove the outer snap-ring (3) securing the transmission front cover (2) into the transmission case. (Fig. 22) (19) Remove the inner snap-ring (1) securing the transmission front cover to the oil pump. (Fig. 22) (20) Reaching through a case opening in the valve body area with a long blunted tool, remove the transmission front cover from the transmission case.
Fig. 24 Remove Input Clutch Assembly
1 2 3 4 THRUST BEARING NUMBER 5 THRUST PLATE (SELECT) INPUT CLUTCH ASSEMBLY THRUST BEARING NUMBER 1
(23) Remove the number 1 thrust bearing (4) from the input clutch assembly. (Fig. 24) (24) Remove the input clutch assembly (3) from the transmission case. (Fig. 24) (25) Remove the number 5 thrust bearing (1) and selective thrust plate (2) from the input clutch assembly (3) (Fig. 24), or the 4C clutch retainer/bulkhead.
Fig. 23 Remove Oil Pump
1 - OIL PUMP TO CASE BOLT (6) 2 - OIL PUMP
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(30) Remove the rear selective plate (6) and number 6 thrust bearing (7) from the reaction annulus (8). (Fig. 27) (31) Remove the reaction annulus (8) from the reaction planetary carrier (3). (Fig. 27) (32) Remove the number 7 thrust bearing (5). (Fig. 27) (33) Remove the reaction sun gear (4). (Fig. 27) (34) Remove the number 8 thrust bearing (1) from the reaction planetary carrier (3). (Fig. 27) (35) Remove the reaction planetary carrier (3) (Fig. 27). Note that this planetary gear set has three pinion gears. (36) Remove the number 9 thrust bearing (2) from the reverse planetary gear set. (Fig. 27)
Fig. 25 Remove 4C Clutch Retainer/Bulkhead
1 - SNAP-RING 2 - 4C CLUTCH RETAINER/BULKHEAD
(26) Remove the 4C clutch retainer/bulkhead tapered snap-ring (1) from the transmission case. (Fig. 25) (27) Remove the 4C clutch retainer/bulkhead (2) from the transmission case. (Fig. 25)
Fig. 26 Remove 2C Clutch Pack
1 2 3 4 SNAP-RING PLATE DISC REACTION PLATE
(28) Remove the front 2C clutch pack snap-ring (1) from the transmission case. (Fig. 26) (29) Remove the 2C clutch pack (2, 3, 4) from the transmission case. (Fig. 26)
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Fig. 27 Remove Reaction Annulus and Carrier
1 2 3 4 THRUST BEARING NUMBER 8 THRUST BEARING NUMBER 9 REACTION PLANETARY CARRIER REACTION SUN GEAR 5 6 7 8 THRUST BEARING NUMBER 7 THRUST PLATE (SELECT) THRUST BEARING NUMBER 6 REACTION ANNULUS
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Fig. 30 Remove Input/Reverse Planetary Assembly Fig. 28 Remove Park Sprag Snap-Ring
1 - SNAP-RING 1 - INPUT/REVERSE PLANETARY ASSEMBLY 2 - BEARING NUMBER 9 3 - BEARING NUMBER 12
(37) Remove the snap-ring (1) holding the park sprag gear onto the output shaft. (Fig. 28)
Fig. 31 Remove Low/Reverse Clutch Retainer
1 - LOW/REVERSE OVERRUNNING CLUTCH ASSEMBLY 2 - SNAP-RING
Fig. 29 Remove Park Sprag Gear
1 - PARK SPRAG GEAR
(42) Remove the low/reverse clutch retainer (1) from the transmission case. (Fig. 31)
(38) Remove the park sprag gear (1) from the output shaft. (Fig. 29) (39) Remove the input/reverse planetary assembly (1). (Fig. 30) (40) Remove the number 12 thrust bearing (3) from the input/reverse planetary assembly (1). (Fig. 30) (41) Remove the snap-ring (2) holding the low/reverse clutch retainer (1) into the transmission case. (Fig. 31)
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AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)
Clean the case in a solvent tank. Flush the case bores and fluid passages thoroughly with solvent. Dry the case and all fluid passages with compressed air. Be sure all solvent is removed from the case and that all fluid passages are clear. NOTE: Do not use shop towels or rags to dry the case (or any other transmission component) unless they are made from lint-free materials. Lint will stick to case surfaces and transmission components and circulate throughout the transmission after assembly. A sufficient quantity of lint can block fluid passages and interfere with valve body operation.
INSPECTION
Inspect the case for cracks, porous spots, worn bores, or damaged threads. Damaged threads can be repaired with Helicoil thread inserts. However, the case will have to be replaced if it exhibits any type of damage or wear.
ASSEMBLY
Fig. 32 Manual Shaft/Park Lock Components
1 2 3 4 5 6 7 GUIDE SNAP-RING SHAFT SPRING PARK PAWL MANUAL SHAFT/LEVER PARK ROD
NOTE: Clean and inspect all components. Replace any components which show evidence of excessive wear or scoring.
(43) Remove the park rod (7) and e-clip. (Fig. 32) (44) Remove the park rod guide snap-ring (2). (Fig. 32) (45) Remove the park rod guide (1). (Fig. 32) (46) Remove the park pawl pivot shaft (3), park pawl (5), and spring (4). (Fig. 32) (47) Remove the manual selector shaft (6). (Fig. 32) (48) Remove the manual selector shaft seal. (49) Remove the dipstick tube seal.
CLEANING
The use of crocus cloth is permissible where necessary, providing it is used carefully. When used on shafts, or valves, use extreme care to avoid rounding off sharp edges. Sharp edges are vital as they prevent foreign matter from getting between the valve and valve bore. Do not reuse oil seals, gaskets, seal rings, or O-rings during overhaul. Replace these parts as a matter of course. Also do not reuse snap rings or E-clips that are bent or distorted. Replace these parts as well. Lubricate transmission parts with Mopar ATF +4, Automatic Transmission Fluid, during overhaul and assembly. Use petroleum jelly, Mopar Door Ease, or Ru-Glyde to prelubricate seals, O-rings, and thrust washers. Petroleum jelly can also be used to hold parts in place during reassembly.
Fig. 33 Install Selector Shaft Seal
1 - SEAL 2 - TOOL 8253
(1) Install the cooler filter bypass valve. Torque the bypass valve to specification. The valve uses a tapered pipe thread and excessive torque can damage the transmission case. Tighten the cooler filter bypass valve to 4.5 N·m (40 in.lbs.). (2) Install a new selector shaft seal (1) using Seal Installer 8253 (2). (Fig. 33)
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Fig. 34 Remove the Manual Shaft Lever
1 - MANUAL SHAFT LEVER
(3) Install the manual selector shaft and retaining screw. Tighten the manual selector shaft retaining screw to 28 N·m (250 in.lbs.). (4) Install the manual shift lever (1) (Fig. 34) onto the manual selector shaft. Torque the retaining crossbolt to 16 N·m (140 in.lbs.). (5) Install the park pawl (5), spring (4), and shaft (3). (Fig. 35) (6) Install the park rod (7) and e-clip. (Fig. 35) (7) Install the park rod guide (1) and snap-ring (2). (Fig. 35) (8) Install a new dipstick tube seal (2) using Seal Installer 8254 (1). (Fig. 36) NOTE: Before final assembly of transmission centerline, the 2C/4C clutch components should be installed into position and measured as follows: (9) Install the 2C reaction plate (4) into the transmission case. (Fig. 37)
Fig. 35 Manual Shaft/Park Lock Components
1 2 3 4 5 6 7 GUIDE SNAP-RING SHAFT SPRING PARK PAWL MANUAL SHAFT/LEVER PARK ROD
Fig. 36 Install Dipstick Tube Seal Using Tool 8254
1 - TOOL 8254 2 - SEAL
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that the open ends of the snap-ring are located in the case opening toward the valve body area. (14) Using a feeler gauge through the opening in the rear of the transmission case, measure the 2C clutch pack clearance between the 2C reaction plate and the transmission case at four different points. The average of these measurements is the 2C clutch pack clearance. The correct clutch clearance is 0.4551.335 mm (0.018-0.053 in.). The reaction plate is not selective. If the clutch pack clearance is not within specification, the reaction plate, all the friction discs, and steels must be replaced. (15) Remove the 4C retainer/bulkhead and all of the 2C clutch components from the transmission case.
Fig. 37 Install 2C Clutch Pack
1 2 3 4 SNAP-RING PLATE DISC REACTION PLATE
(10) Install the 2C clutch pack (2, 3) into the transmission case. (Fig. 37) (11) Install the flat 2C clutch snap-ring (1) into the transmission case. (Fig. 37)
Fig. 39 Install Low/Reverse Clutch Retainer
1 - LOW/REVERSE OVERRUNNING CLUTCH ASSEMBLY 2 - SNAP-RING
Fig. 38 Install 4C Clutch Retainer/Bulkhead
1 - SNAP-RING 2 - 4C CLUTCH RETAINER/BULKHEAD
(16) Install the low/reverse clutch assembly (1) (Fig. 39). Make sure that the oil feed hole points toward the valve body area and that the bleed orifice is aligned with the notch in the rear of the transmission case. (17) Install the snap-ring (2) (Fig. 39) to hold the low/reverse clutch retainer into the transmission case. The snap-ring is tapered and must be installed with the tapered side forward. Once installed, verify that the snap-ring is fully seated in the snap-ring groove. (18) Air check the low/reverse clutch and verify correct overrunning clutch operation.
(12) Install the 4C retainer/bulkhead (2) (Fig. 38) into the transmission case. Make sure that the oil feed holes are pointing toward the valve body area. (13) Install the 4C retainer/bulkhead tapered snap-ring (1) into the transmission case. Make sure
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Fig. 40 Install Input/Reverse Planetary Assembly
1 - INPUT/REVERSE PLANETARY ASSEMBLY 2 - BEARING NUMBER 9 3 - BEARING NUMBER 12
Fig. 42 Install Park Sprag Snap-Ring
1 - SNAP-RING
(19) Install the number 12 thrust bearing (3) over the output shaft and against the rear planetary gear set. The flat side of the bearing goes toward the planetary gearset and the raised tabs on the inner race should face the rear of the transmission. (20) Install the reverse/input planetary assembly (1) through the low/reverse clutch assembly. (Fig. 40)
Fig. 43 Install 2C Clutch Pack
1 2 3 4 SNAP-RING PLATE DISC REACTION PLATE
Fig. 41 Install Park Sprag Gear
1 - PARK SPRAG GEAR
(21) Install the park sprag gear (1) onto the output shaft. (Fig. 41) (22) Install the snap-ring (1) to hold the park sprag onto the output shaft. (Fig. 42)
(23) Install the 2C reaction plate (4) into the transmission case. (Fig. 43) (24) Install the 2C clutch pack (2, 3, 4) into the transmission case. (Fig. 43) (25) Install the number 8 thrust bearing (1) inside the reaction carrier with the outer race against the reaction planetary carrier (3). (26) Install the reaction planetary gear set and the number 9 thrust bearing (2), with the inner race against the reaction planetary carrier (3), into the transmission case. (Fig. 44)
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Fig. 44 Install Reaction Annulus and Carrier
1 2 3 4 THRUST BEARING NUMBER 8 THRUST BEARING NUMBER 9 REACTION PLANETARY CARRIER REACTION SUN GEAR 5 6 7 8 THRUST BEARING NUMBER 7 THRUST PLATE (SELECT) THRUST BEARING NUMBER 6 REACTION ANNULUS
(27) Install the flat 2C clutch snap-ring into the transmission case. (Fig. 43) (28) Install the reaction sun gear (4) into the reaction planetary gear set. Make sure the small shoulder is facing the front of the transmission. (Fig. 44) (29) Install the number 7 thrust bearing (5) onto the reaction sun gear (4) with the inner race against the sun gear. (Fig. 44) (30) Install the output shaft selective thrust plate (2) onto the reaction annulus with the oil grooves facing the annulus gear and the lugs (1) and notches aligned as shown. (Fig. 45) (31) Install the number 6 thrust bearing (7) against the output shaft selective thrust plate (6) with the flat side against the thrust plate (Fig. 44) and the raised tabs on the inner race facing the front of the transmission. (32) Install the reaction annulus (8) into the reaction planetary gear set. (Fig. 44)
(33) Install the 4C retainer/bulkhead (2) into the transmission case. Make sure that the oil feed holes are pointing toward the valve body area. Rotate the reaction annulus during the installation of the 4C retainer/bulkhead to ease installation. (34) Install the 4C retainer/bulkhead tapered snap-ring (1) into the transmission case (Fig. 46) with the taper toward the front of the case. Make sure that the open ends of the snap-ring are located in the case opening toward the valve body area. (35) Air check the 2C and 4C clutch operation. (36) Using Alignment Plate 8261 (1), Adapter 8266-17 from End-Play Tool Set 8266 (2) and Dial Indicator C-3339 (3), measure (Fig. 47) and record the output shaft end-play. The correct output shaft end-play is 0.22-0.55 mm (0.009-0.021 in.). Adjust as necessary. Install the chosen output shaft selective thrust plate and re-measure end-play to verify selection.
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Fig. 45 Thrust Plate Alignment
1 - LOCATING LUG (3) 2 - THRUST PLATE
Fig. 47 Measure Output Shaft End Play
1 - TOOL 8261 2 - TOOL 8266 3 - TOOL C-3339
Fig. 48 Install Input Clutch Assembly Fig. 46 Install 4C Clutch Retainer/Bulkhead
1 - SNAP-RING 2 - 4C CLUTCH RETAINER/BULKHEAD 1 2 3 4 THRUST BEARING NUMBER 5 THRUST PLATE (SELECT) INPUT CLUTCH ASSEMBLY THRUST BEARING NUMBER 1
(37) Apply a bead of RTV silicone and install the extension/adapter housing onto the transmission case. (38) Install and torque the bolts to hold the extension/adapter housing onto the transmission case. The correct torque is 54 N·m (40 ft.lbs.). (39) Install the number 5 thrust bearing (1) (Fig. 48) and selective thrust plate (2) onto the 4C retainer/bulkhead. Be sure that the outer race of the bearing is against the thrust plate.
(40) Install the input clutch assembly (3) (Fig. 48) into the transmission case. Make sure that the input clutch assembly is fully installed by performing a visual inspection through the input speed sensor hole. If the tone wheel teeth on the input clutch assembly are centered in the hole, the assembly is fully installed. (41) Install the number 1 thrust bearing (4) with the outer race up in the pocket of the input clutch assembly. (Fig. 48)
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number 5 thrust bearing and re-measure end-play to verify selection. NOTE: When measuring the input shaft end-play, two stops will be felt. When the input shaft is pushed inward and the dial indicator zeroed, the first stop felt when the input shaft is pulled outward is the movement of the input shaft in the input clutch housing hub. This value should not be included in the end-play measured value and therefore must be recorded and subtracted from the dial indicator reading.
Fig. 49 Install Oil Pump
1 - OIL PUMP TO CASE BOLT (6) 2 - OIL PUMP
(42) Install the oil pump (2) into the transmission case. (Fig. 49) (43) Install the bolts (1) to hold the oil pump into the transmission case. Tighten the oil pump bolts to 28 N·m (250 in.lbs.).
Fig. 51 Install the Transmission Front Cover
1 - INNER SNAP-RING 2 - TRANSMISSION FRONT COVER 3 - OUTER SNAP-RING
Fig. 50 Measure Input Shaft End Play
1 - TOOL 8266 2 - TOOL C-3339
(45) Install the transmission front cover (2) into the transmission case. (Fig. 51) (46) Install the outer snap-ring (3) to hold the transmission front cover (2) into the transmission case. (Fig. 51) (47) Partially install the inner transmission front cover snap-ring (1) onto the oil pump. (Fig. 51) (48) Using Installer 8255 (1), install the inner transmission front cover snap-ring (2) the remainder of the way onto the oil pump. (Fig. 52) (49) Install the valve body. Verify that the pin on the manual lever has properly engaged the TRS selector plate. Tighten the valve body to transmission case bolts (1) (Fig. 53) to 12 N·m (105 in.lbs.). CAUTION: The primary oil filter seal MUST be fully installed flush against the oil pump body. DO NOT install the seal onto the filter neck and attempt to install the filter and seal as an assembly. Damage to the transmission will result.
(44) Using Adapter 8266-1 from End-Play Tool Set 8266 (1) and Dial Indicator C-3339 (2), measure (Fig. 50) and record the input shaft end-play. The correct end-play is 0.46-0.89 mm (0.018-0.035 in.). Adjust as necessary. Install the chosen thrust plate on the
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Fig. 54 Install Primary Oil and Cooler Filters
1 2 3 4 PRIMARY OIL FILTER COOLER RETURN FILTER COOLER RETURN FILTER BYPASS VALVE VALVE BODY
Fig. 52 Seat Snap-Ring Using Tool 8255
1 - TOOL 8255 2 - SNAP-RING
Fig. 55 Install Input, Output, and Line Pressure Sensors Fig. 53 Install Valve Body Assembly
1 - VALVE BODY TO CASE BOLT (6) 1 - OUTPUT SPEED SENSOR 2 - LINE PRESSURE SENSOR 3 - INPUT SPEED SENSOR
(50) Install a new primary oil filter seal in the oil pump inlet bore. Seat the seal in the bore with the butt end of a hammer, or other suitable tool. (51) Install the primary oil filter (1) (Fig. 54) and the oil cooler return filter (2). Tighten the screw to hold the primary oil filter to the valve body to 4.5 N·m (40 in.lbs.). Using Oil Filter Wrench 8321, tighten the cooler return oil filter to the transmission case to 14 N·m (125 in.lbs.). (52) Apply RTV silicone to the oil pan and install the transmission oil pan. Tighten the bolts to 12 N·m (105 in.lbs.).
(53) Install the input (3), output (1), and line pressure sensors (2) (Fig. 55). Tighten the bolts to 12 N·m (105 in.lbs.).
INSTALLATION
(1) Check torque converter hub and hub drive flats for sharp edges burrs, scratches, or nicks. Polish the hub and flats with 320/400 grit paper and crocus cloth if necessary. Verify that the converter hub o-ring is properly installed and is free of any debris. The hub must be smooth to avoid damaging pump seal at installation.
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(2) If a replacement transmission is being installed, transfer any components necessary, such as the manual shift lever and shift cable bracket, from the original transmission onto the replacement transmission. (3) Lubricate oil pump seal lip with transmission fluid. (4) Align converter and oil pump. (5) Carefully insert converter in oil pump. Then rotate converter back and forth until fully seated in pump gears. (6) Check converter seating with steel scale and straightedge (Fig. 56). Surface of converter lugs should be at least 13mm (1/2 in.) to rear of straightedge when converter is fully seated. (7) Temporarily secure converter with C-clamp.
Fig. 57 Install Transmission
1 - ENGINE 2 - TRANSMISSION
Fig. 56 Checking Torque Converter Seating - Typical
1 - SCALE 2 - STRAIGHTEDGE
(8) Position transmission on jack and secure it with chains. (9) Check condition of converter driveplate. Replace the plate if cracked, distorted or damaged. Also be sure transmission dowel pins are seated in engine block and protrude far enough to hold transmission in alignment. (10) Apply a light coating of Mopar High Temp Grease to the torque converter hub pocket in the rear pocket of the engine's crankshaft. (11) Raise transmission (Fig. 57) and align the torque converter with the drive plate and transmission converter housing with the engine block. (12) Move transmission forward. Then raise, lower or tilt transmission to align the converter housing with engine block dowels.
(13) Carefully work transmission forward and over engine block dowels until converter hub is seated in crankshaft. Verify that no wires, or the transmission vent hose, have become trapped between the engine block and the transmission. (14) Install two bolts to attach the transmission to the engine. (15) Install remaining torque converter housing to engine bolts. Tighten to 68 N·m (50 ft.lbs.). (16) Install transfer case, if equipped. Tighten transfer case nuts to 35 N·m (26 ft.lbs.). (17) Install rear support to transmission. Tighten bolts to 47 N·m (35 ft.lbs.). (18) Lower transmission onto crossmember and install bolts attaching transmission mount to crossmember. Tighten clevis bracket to crossmember bolts to 47 N·m (35 ft.lbs.). Tighten the clevis bracket to rear support bolt to 68 N·m (50 ft.lbs.). (19) Remove engine support fixture. (20) Connect gearshift cable to transmission. (21) Connect wires to solenoid and pressure switch assembly (Fig. 58) connector, input (Fig. 59) and output (Fig. 60) speed sensors, and line pressure sensor (Fig. 61). Be sure transmission harnesses are properly routed. CAUTION: It is essential that correct length bolts be used to attach the converter to the driveplate. Bolts that are too long will damage the clutch surface inside the converter. (22) Install torque converter-to-driveplate bolts. Tighten bolts to 31 N·m (270 in. lbs.). (23) Install starter motor and cooler line bracket. (24) Connect cooler lines to transmission. (25) Install transmission fill tube. (26) Install exhaust components, if necessary.
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Fig. 58 Connect Transmission Solenoid
1 - TRANSMISSION 2 - TRANSMISSION SOLENOID/TRS ASSEMBLY
Fig. 61 Connect Line Pressure Sensor
1 - TRANSMISSION 2 - LINE PRESSURE SENSOR
(27) Install the structural dust cover (Fig. 62) (Refer to 9 - ENGINE/ENGINE BLOCK/STRUCTURAL COVER - INSTALLATION) onto the transmission and the engine. (28) Align and connect propeller shaft(s). (29) Adjust gearshift cable if necessary. (30) Install any skid plates removed previously. (Refer to 13 - FRAMES & BUMPERS/FRAME/ TRANSFER CASE SKID PLATE - INSTALLATION) (31) Lower vehicle. (32) Fill transmission with Mopar ATF +4, Automatic Transmission Fluid.
Fig. 59 Connect Input Speed Sensor
1 - TRANSMISSION 2 - INPUT SPEED SENSOR
Fig. 60 Connect Output Speed Sensor
1 - TRANSMISSION 2 - OUTPUT SPEED SENSOR
Fig. 62 Transmission Collar
1 - ENGINE 2 - STRUCTURAL DUST COVER 3 - TRANSMISSION
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AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)
SCHEMATICS AND DIAGRAMS HYDRAULIC SCHEMATICS
HYDRAULIC FLOW IN PARK/NEUTRAL
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HYDRAULIC FLOW IN NEUTRAL OVER 8MPH
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AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)
HYDRAULIC FLOW IN REVERSE
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HYDRAULIC FLOW IN REVERSE BLOCK
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HYDRAULIC FLOW IN FIRST GEAR (FROM N OR OD)
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HYDRAULIC FLOW IN FIRST GEAR (AFTER LAUNCH FROM REST)
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AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)
HYDRAULIC FLOW IN FIRST GEAR (FROM K/D)
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HYDRAULIC FLOW IN SECOND GEAR
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AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)
HYDRAULIC FLOW IN SECOND GEAR EMCC
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HYDRAULIC FLOW IN SECOND PRIME GEAR
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AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)
HYDRAULIC FLOW IN SECOND PRIME GEAR EMCC
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HYDRAULIC FLOW IN DIRECT GEAR
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AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)
HYDRAULIC FLOW IN DIRECT GEAR (FAILSAFE)
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HYDRAULIC FLOW IN DIRECT GEAR EMCC
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AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)
HYDRAULIC FLOW IN FOURTH
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HYDRAULIC FLOW IN FOURTH EMCC
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AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)
HYDRAULIC FLOW IN FIFTH
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HYDRAULIC FLOW IN FIFTH EMCC
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AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)
HYDRAULIC FLOW IN MANUAL LOW OR AUTOSTICK 1ST
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AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)
HYDRAULIC FLOW IN MANUAL SECOND
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AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)
HYDRAULIC FLOW IN MANUAL SECOND (FAILSAFE)
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AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)
SPECIFICATIONS TRANSMISSION
GENERAL Component Output Shaft End Play Input Shaft End Play 2C Clutch Pack Clearance 4C Clutch Pack Clearance L/R Clutch Pack Clearance OD Clutch Pack Clearance Metric 0.22-0.55 mm 0.46-0.89 mm 0.455-1.335 mm 0.770-1.390 mm 1.00-1.74 mm 1.103-1.856 mm Inch 0.009-0.021 in. 0.018-0.035 in. 0.018-0.053 in. 0.030-0.055 in. 0.039-0.069 in. 0.043-0.073 in.
Component UD Clutch Pack Clearance Reverse Clutch Pack Clearance Recommended fluid
Metric 0.84-1.54 mm 0.81-1.24 mm
Inch 0.033-0.061 in. 0.032-0.049 in.
Mopar ATF +4
GEAR RATIOS 1ST 2ND 2ND Prime 3RD 4TH 5TH REVERSE 3.00:1 1.67:1 1.50:1 1.0:1 0.75:1 0.67:1 3.00:1
TORQUE SPECIFICATIONS
DESCRIPTION Fitting, cooler line at trans Bolt, torque convertor Bolt/nut, crossmember Bolt, driveplate to crankshaft Bolt, oil pan Screw, primary fluid filter Bolt, oil pump Bolt, oil pump body to cover Screw, plate to oil pump body Bolt, valve body to case Plug, pressure test port Bolt, reaction shaft support Screw, valve body to transfer plate Screw, solenoid module to transfer plate Screw, accumulator cover Screw, detent spring Bolt, input speed sensor Bolt, output speed sensor Bolt, line pressure sensor Bolt, extension housing Valve, cooler return filter bypass Screw, manual valve cam retaining Bolt, manual lever N·m 17.5 31 68 75 11.8 4.5 28.2 4.5 4.5 11.8 5.1 11.8 5.6 5.7 7 4.5 11.8 11.8 11.8 54 4.5 4.5 28.2 Ft. Lbs. 23 50 55 40 In. Lbs. 155 105 40 250 40 40 105 45 105 50 50 60 40 105 105 105 40 40 250
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AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)
SPECIAL TOOLS RFE TRANSMISSION
Compressor, Spring - 8249 Gauge, Oil Pressure - C-3292
Gauge, Oil Pressure - C-3293SP Compressor, Spring - 8250
Dial Indicator - C-3339
Compressor, Spring - 8251
Installer, Seal - C-3860-A
Installer, Piston - 8252
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AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)
Installer, Seal - 8253 Adapter, Pressure Tap - 8258-A
Installer, Seal - 8254 Adapter, Line Pressure - 8259
Installer, Snap-ring - 8255 Fixture, Input Clutch Pressure - 8260
Stand, Support - 8257 Plate, Alignment - 8261
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AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)
Installer, Piston - 8504 End Play Set - 8266
Compressor, Spring - 8285
Installer, Bearing - 8320
Wrench, Filter - 8321
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RETAINER/BULKHEAD-4C
DISASSEMBLY
(1) Remove the 2C piston Belleville spring snapring (6) from the 4C retainer /bulkhead (13). (Fig. 63) (2) Remove the 2C piston Belleville spring (5) from the retainer/bulkhead (13). (Fig. 63) (3) Remove the 2C piston (2) from the retainer/ bulkhead (13). Use 20 psi of air pressure to remove the piston if necessary.
(4) Remove the 4C clutch snap-ring (7) from the retainer/bulkhead (13). (Fig. 63) (5) Remove the 4C clutch pack (3, 4, 8) from the retainer/bulkhead (13). (Fig. 63) (6) Using Spring Compressor 8250 (2) (Fig. 64) and a suitable shop press (1), compress the 4C piston return spring (10) and remove the snap-ring (9). (Fig. 63) (7) Remove the 4C piston return spring (10) (Fig. 63) and piston (12) from the retainer/bulkhead (13). Use 20 psi of air pressure to remove the piston if necessary.
Fig. 63 4C Retainer/Bulkhead Components
1 2 3 4 5 6 7 SEAL 2C PISTON PLATE DISC 2C BELLEVILLE SPRING SNAP-RING SNAP-RING (SELECT) 8 - REACTION PLATE 9 - SNAP-RING 10 - RETURN SPRING 11 - SEAL 12 - 4C PISTON 13 - 4C RETAINER/BULKHEAD
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RETAINER/BULKHEAD-4C (Continued)
AUTOMATIC TRANSMISSION - 45RFE/545RFE
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(6) Assemble and install the 4C clutch pack (3, 4) into the retainer/bulkhead (13) (Fig. 65) with the steel separator plate against the piston. (7) Install the 4C reaction plate (8) (Fig. 65) and snap-ring (7) into the retainer/bulkhead (13). The 4C reaction plate is non-directional. (8) Measure the 4C clutch clearance. The correct clutch clearance is 0.77-1.39 mm (0.030-0.055 in.). The snap-ring (7) is selectable. Install the chosen snap-ring and re-measure to verify the selection. (9) Install the 2C piston (2) into the retainer/bulkhead (13). (Fig. 65) (10) Position the 2C Belleville spring (5) onto the 2C piston (2). (11) Position the 2C Belleville spring snap-ring (6) onto the 2C Belleville spring (5). (Fig. 65)
Fig. 64 Compress 4C Piston Return Spring Using Tool 8250
1 - PRESS 2 - TOOL 8250
ASSEMBLY
NOTE: Clean and inspect all components. Replace any components which show evidence of excessive wear or scoring. (1) Install new seals (1, 11) on the 2C and 4C pistons. (Fig. 65) (2) Lubricate all seals with Mopar ATF +4 prior to installation. (3) Install the 4C piston (12) into the 4C retainer/ bulkhead (13). (Fig. 65) (4) Position the 4C piston return spring (10) onto the 4C piston (12). (5) Using Spring Compressor 8250 (2) and a suitable shop press (1), compress the 4C piston return spring and install the snap-ring. (Fig. 66)
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RETAINER/BULKHEAD-4C (Continued)
Fig. 65 4C Retainer/Bulkhead Components
1 2 3 4 5 6 7 SEAL 2C PISTON PLATE DISC 2C BELLEVILLE SPRING SNAP-RING SNAP-RING (SELECT) 8 - REACTION PLATE 9 - SNAP-RING 10 - RETURN SPRING 11 - SEAL 12 - 4C PISTON 13 - 4C RETAINER/BULKHEAD
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RETAINER/BULKHEAD-4C (Continued)
AUTOMATIC TRANSMISSION - 45RFE/545RFE
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ADAPTER HOUSING SEAL
REMOVAL
(1) Remove the transfer case from the transmission. (2) Using a screw mounted on a slide hammer, remove the adapter housing seal.
INSTALLATION
Fig. 66 Compress 4C Piston Return Spring Using Tool 8250
1 - PRESS 2 - TOOL 8250
Fig. 68 Adapter Housing Seal Installation
1 - TOOL C-3860-A
(1) Clean the adapter seal bore in the adapter housing of any residue or particles remaining from the original seal. (2) Install new oil seal in the adapter housing using Seal Installer C-3860-A (1) (Fig. 68). A properly installed seal is flush to the face of the seal bore. (3) Install the transfer case onto the transmission.
Fig. 67 Compress 2C Belleville Spring Using Tool 8249
1 - PRESS 2 - TOOL 8249
(12) Using Spring Compressor 8249 (2) (Fig. 67) and a suitable shop press (1), compress the Belleville spring (5) until the snap-ring (6) is engaged with the snap-ring groove in the retainer/bulkhead.
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BRAKE TRANSMISSION SHIFT INTERLOCK SYSTEM
DESCRIPTION
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
Fig. 69 Brake Transmission Interlock Mechanism
1 2 3 4 5 STEERING COLUMN GEARSHIFT CABLE GEARSHIFT CABLE LOCK TAB BTSI SOLENOID LOCK TAB BTSI CONNECTOR
Correct cable adjustment is important to proper interlock operation. The gearshift cable must be correctly adjusted in order to shift out of PARK.
ADJUSTMENT PROCEDURE
The Brake Transmission Shifter Interlock (BTSI) (Fig. 69), 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.
Fig. 70 Brake Transmission Interlock Mechanism
1 2 3 4 5 STEERING COLUMN GEARSHIFT CABLE GEARSHIFT CABLE LOCK TAB BTSI SOLENOID LOCK TAB BTSI CONNECTOR
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
(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). (Fig. 70) (4) Verify that the shift lever is in the PARK position.
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AUTOMATIC TRANSMISSION - 45RFE/545RFE
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BRAKE TRANSMISSION SHIFT INTERLOCK SYSTEM (Continued)
(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 pushing 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. · 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.
FLUID AND FILTER
DIAGNOSIS AND TESTING DIAGNOSIS AND TESTING - EFFECTS OF INCORRECT FLUID LEVEL
A low fluid level allows the pump to take in air along with the fluid. Air in the fluid will cause fluid pressures to be low and develop slower than normal. If the transmission is overfilled, the gears churn the fluid into foam. This aerates the fluid and causing the same conditions occurring with a low level. In either case, air bubbles cause fluid overheating, oxidation, and varnish buildup which interferes with valve and clutch operation. Foaming also causes fluid expansion which can result in fluid overflow from the transmission vent or fill tube. Fluid overflow can easily be mistaken for a leak if inspection is not careful.
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.
DIAGNOSIS AND TESTING - CAUSES OF BURNT FLUID
Burnt, discolored fluid is a result of overheating which has three primary causes. (1) Internal clutch slippage, usually caused by low line pressure, inadequate clutch apply pressure, or clutch seal failure. (2) A result of restricted fluid flow through the main and/or auxiliary cooler. This condition is usually the result of a faulty or improperly installed drainback valve, a damaged oil cooler, or severe restrictions in the coolers and lines caused by debris or kinked lines. (3) Heavy duty operation with a vehicle not properly equipped for this type of operation. Trailer towing or similar high load operation will overheat the transmission fluid if the vehicle is improperly equipped. Such vehicles should have an auxiliary transmission fluid cooler, a heavy duty cooling system, and the engine/axle ratio combination needed to handle heavy loads.
DIAGNOSIS AND TESTING - FLUID CONTAMINATION
Transmission fluid contamination is generally a result of: · adding incorrect fluid
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FLUID AND FILTER (Continued)
· failure to clean dipstick and fill tube when checking level · engine coolant entering the fluid · internal failure that generates debris · overheat that generates sludge (fluid breakdown) · failure to replace contaminated converter after repair The use of non-recommended fluids can result in transmission failure. The usual results are erratic shifts, slippage, abnormal wear and eventual failure due to fluid breakdown and sludge formation. Avoid this condition by using recommended fluids only. The dipstick cap and fill tube should be wiped clean before checking fluid level. Dirt, grease and other foreign material on the cap and tube could fall into the tube if not removed beforehand. Take the time to wipe the cap and tube clean before withdrawing the dipstick. Engine coolant in the transmission fluid