Reverse DODGE RAM 1500 1998 2.G Workshop Manual

OPERATION
NOTE: Refer to the Hydraulic Schematics for a
visual aid in determining valve location, operation
and design.
CHECK BALLS
CHECK BALL NUMBER DESCRIPTION
1 Allows either the manual valve to put line pressure on the 1-2 governor plug or
the KD Valve to put WOT line pressure on the 1-2 governor plug.
3 Allows either the Reverse circuit or the 3rd gear circuit to pressurize the front
clutch.
4 Allows either the Manual Low circuit from the Manual Valve or the Reverse
from the Manual Valve circuit to pressurize the rear servo.
5 Directs line pressure to the spring end of the 2-3 shift valve in either Manual
Low or Manual 2nd, forcing the downshift to 2nd gear regardless of governor
pressure.
6 Provides a by-pass around the front servo orifice so that the servo can release
quickly.
7 Provides a by-pass around the rear clutch orifice so that the clutch can release
quickly.
8 Directs reverse line pressure through an orifice to the throttle valve eliminating
the extra leakage and insuring that Reverse line pressure pressure will be
sufficient.
9 Provides a by-pass around the rear servo orifice so that the servo can release
quickly.
10 Allows the lockup clutch to used at WOT in 3rd gear by putting line pressure
from the 3-4 Timing Valve on the interlock area of the 2-3 shift valve, thereby
preventing a 3rd gear Lock-up to 2nd gear kickdown.
21 - 272 AUTOMATIC TRANSMISSION - 48REDR
VALVE BODY (Continued)

Meanwhile, the torque converter is filled slowly. In
all other gear positions (Fig. 254), fluid flows
between two right side lands to the switch valve and
torque converter. At low pump speeds, the flow is
controlled by the pressure valve groove to reduce
pressure to the torque converter. After the torque
converter and switch valve fill with fluid, the switch
valve becomes the controlling metering device for
torque converter pressure. The regulator valve then
begins to control the line pressure for the other
transmission circuits. The balance of the fluid pres-
sure pushing the valve to the right and the spring
pressure pushing to the left determines the size of
the metering passage at land #2 (land #1 being at
the far right of the valve in the diagram). As fluid
leaks past the land, it moves into a groove connected
to the filter or sump. As the land meters the fluid to
the sump, it causes the pressure to reduce and the
spring decreases the size of the metering passage.
When the size of the metering passage is reduced,
the pressure rises again and the size of the land is
increased again. Pressure is regulated by this con-
stant balance of hydraulic and spring pressure.The metering at land #2 establishes the line pres-
sure throughout the transmission. It is varied accord-
ing to changes in throttle position and the
transmission's internal condition within a range of
57-94 psi (except in REVERSE) (Fig. 255). The regu-
lated line pressure in REVERSE (Fig. 256) is held at
much higher pressures than in the other gear posi-
tions: 145-280 psi. The higher pressure for
REVERSE is achieved by the manual valve blocking
the supply of line pressure to the reaction area left of
land #4. With this pressure blocked, there is less
area for pressure to act on to balance the force of the
spring on the right. This allows line pressure to push
the valve train to the right, reducing the amount of
fluid returned to the pump's inlet, increasing line
pressure.
Fig. 254 Regulator Valve in Neutral Position
21 - 274 AUTOMATIC TRANSMISSION - 48REDR
VALVE BODY (Continued)

Fig. 255 Regulator Valve in Drive Position
Fig. 256 Regulator Valve in Reverse Position
DRAUTOMATIC TRANSMISSION - 48RE 21 - 275
VALVE BODY (Continued)

AUTOMATIC TRANSMISSION - 45RFE/545RFE
TABLE OF CONTENTS
page page
AUTOMATIC TRANSMISSION - 45RFE/545RFE
DESCRIPTION........................312
OPERATION..........................313
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - AUTOMATIC
TRANSMISSION.....................314
DIAGNOSIS AND TESTING -
PRELIMINARY.......................314
DIAGNOSIS AND TESTING - ROAD
TESTING...........................314
DIAGNOSIS AND TESTING - HYDRAULIC
PRESSURE TEST....................316
DIAGNOSIS AND TESTING - AIR CHECKING
TRANSMISSION CLUTCH OPERATION....317
DIAGNOSIS AND TESTING - CONVERTER
HOUSING FLUID LEAK................318
STANDARD PROCEDURE - ALUMINUM
THREAD REPAIR.....................318
REMOVAL............................318
DISASSEMBLY........................320
CLEANING...........................326
INSPECTION.........................326
ASSEMBLY...........................326
INSTALLATION........................333
SCHEMATICS AND DIAGRAMS
HYDRAULIC SCHEMATICS.............337
SPECIFICATIONS
TRANSMISSION.....................358
SPECIAL TOOLS
RFE TRANSMISSION.................359
4C RETAINER/BULKHEAD
DISASSEMBLY........................362
ASSEMBLY...........................363
ADAPTER HOUSING SEAL
REMOVAL............................364
INSTALLATION........................364
BRAKE TRANSMISSION SHIFT INTERLOCK
SYSTEM
DESCRIPTION........................364
OPERATION..........................364
DIAGNOSIS AND TESTING - BRAKE
TRANSMISSION SHIFT INTERLOCK......364
ADJUSTMENTS - BRAKE TRANSMISSION
SHIFT INTERLOCK...................365
FLUID AND FILTER
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - EFFECTS OF
INCORRECT FLUID LEVEL.............366
DIAGNOSIS AND TESTING - CAUSES OF
BURNT FLUID.......................366DIAGNOSIS AND TESTING - FLUID
CONTAMINATION....................366
STANDARD PROCEDURE
STANDARD PROCEDURE - FLUID LEVEL
CHECK............................366
STANDARD PROCEDURE - FLUID AND
FILTER REPLACEMENT...............367
STANDARD PROCEDURE - TRANSMISSION
FILL...............................368
GEARSHIFT CABLE
DIAGNOSIS AND TESTING - GEARSHIFT
CABLE.............................368
REMOVAL............................369
INSTALLATION........................370
ADJUSTMENTS
GEARSHIFT CABLE..................370
HOLDING CLUTCHES
DESCRIPTION........................371
OPERATION..........................372
INPUT CLUTCH ASSEMBLY
DESCRIPTION........................373
OPERATION..........................373
DISASSEMBLY........................374
ASSEMBLY...........................378
INPUT SPEED SENSOR
DESCRIPTION........................382
OPERATION..........................382
REMOVAL............................382
INSTALLATION........................382
LINE PRESSURE (LP) SENSOR
DESCRIPTION........................382
OPERATION..........................383
REMOVAL............................383
INSTALLATION........................383
LOW/REVERSE CLUTCH
DISASSEMBLY........................384
CLEANING...........................385
INSPECTION.........................385
ASSEMBLY...........................385
OIL PUMP
DESCRIPTION........................386
OPERATION..........................386
STANDARD PROCEDURE - OIL PUMP
VOLUME CHECK.....................387
DISASSEMBLY........................388
CLEANING...........................390
INSPECTION.........................390
ASSEMBLY...........................390
OIL PUMP FRONT SEAL
REMOVAL............................391
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 311

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.
GEAR RATIOS
The 45RFE gear ratios are:
1st .................................3.00:1
2nd.................................1.67:1
2nd Prime...........................1.50:1
3rd.................................1.00:1
4th .................................0.75:1
Reverse.............................3.00:1
GEAR RATIOS
The 545RFE gear ratios are:
1st .................................3.00:1
2nd.................................1.67:1
2nd Prime...........................1.50:1
3rd.................................1.00:1
4th .................................0.75:1
5th .................................0.67:1
Reverse.............................3.00:1
OPERATION
The 45RFE/545RFE offers full electronic control of
all automatic up and downshifts, and features real-
time 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 pres-
sure 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 incipi-
ent clutch slip is observed, the pressure control sole-
noid 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 stiff-
ness. 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. Indepen-
dent 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 elec-
tronic 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 ªlimp-inº
mode) in the event of a electronic control system fail-
ure, 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 DRBtscan tool.
Fig. 1 Transmission Part And Serial Number
Location
1 - IDENTIFICATION NUMBERS (STAMPED)
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 313
AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)

45RFE CLUTCH APPLICATION CHART
SLP UD OD R 2C 4C L/R OVERRUNNING
P±PARKON
R±REVERSEON ON
N-NEUTRALON
D±OVERDRIVE
FIRSTON ON* ON
SECONDON ON
SECOND PRIMEON ON
THIRDON ON
FOURTHON ON
LIMP-INON ON
2±FIRSTON ON* ON
SECONDON ON
LIMP-INON ON
1±LOWON ON ON
*L/R clutch is on only with the output shaft speed below 150 rpm.
545RFE CLUTCH APPLICATION CHART
SLP UD OD R 2C 4C L/R OVERRUNNING
P±PARKON
R±REVERSEON ON
N-NEUTRALON
D±OVERDRIVE
FIRSTON ON* ON
SECONDON ON
SECOND PRIMEON ON
THIRDON ON
FOURTHON ON
FIFTHON ON
LIMP-INON ON
2±FIRSTON ON* ON
SECONDON ON
LIMP-INON ON
1±LOWON ON ON
*L/R clutch is on only with the output shaft speed below 150 rpm.
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 315
AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)

NOTE: The 45RFE/545RFE utilizes closed loop con-
trol 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 per-
forming 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.
UPSHIFT PRESSURES
ENGINE 1-2 2-3 2prime-3 3-4 2prime-4 2-5 3-5 4-5
5.7L150 125 125 135 135 135 135 135
3.7L/
4.7L120 120 120 120 120 120 120 130
DOWNSHIFT PRESSURES
ENG-
INE5-
45-3 5-2 4-34-2
prime3-23-2
prime2
prime-
12-
13-1
5.7L135 135 135 135 135 135 135 135 135 135
3.7L/
4.7L120 120 120 120 120 120 120 120 120 120
IN-GEAR PRESSURES
ENGINE 1 22
prime345NEUT-
RALREV-
ERSE
5.7L160 135 135 135 135 135 120 250
3.7L/
4.7L135 120 120 120 120 120 120 220
DIAGNOSIS AND TESTING - AIR CHECKING
TRANSMISSION CLUTCH OPERATION
Air-pressure testing can be used to check transmis-
sion 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 (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
Fig. 5 Valve Body Pressure Tap Adapter 8258-A
1 - 45RFE TRANSMISSION
2 - TOOL 8258-A
Fig. 6 Air Pressure Test Passages
1 - LOW REVERSE CLUTCH
2 - 4TH CLUTCH
3 - 2ND CLUTCH
4 - OVERDRIVE CLUTCH
5 - UNDERDRIVE CLUTCH
6 - REVERSE CLUTCH
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 317
AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)

(28) Remove the front 2C clutch pack snap-ring
from the transmission case (Fig. 25).
(29) Remove the 2C clutch pack from the transmis-
sion case (Fig. 25).
(30) Remove the rear selective plate and number 6
bearing from the reaction annulus (Fig. 26).
(31) Remove the reaction annulus from the reac-
tion planetary carrier (Fig. 26).
(32) Remove the number 7 bearing (Fig. 26).
(33) Remove the reaction sun gear (Fig. 26).
(34) Remove the number 8 bearing from the reac-
tion planetary carrier (Fig. 26).
(35) Remove the reaction planetary carrier (Fig.
26). Note that this planetary gear set has three pin-
ion gears.
(36) Remove the number 9 bearing from the
reverse planetary gear set (Fig. 26).
Fig. 25 Remove 2C Clutch Pack
1 - SNAP-RING
2 - PLATE
3 - DISC
4 - REACTION PLATE
Fig. 26 Remove Reaction Annulus and Carrier
1 - BEARING NUMBER 8 5 - BEARING NUMBER 7
2 - BEARING NUMBER 9 6 - THRUST PLATE (SELECT)
3 - REACTION PLANETARY CARRIER 7 - BEARING NUMBER 6
4 - REACTION SUN GEAR 8 - REACTION ANNULUS
21 - 324 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR
AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)

(37) Remove the snap-ring holding the park sprag
gear onto the output shaft (Fig. 27).
(38) Remove the park sprag gear from the output
shaft (Fig. 28).(39) Remove the input/reverse planetary assembly
(Fig. 29).
(40) Remove the number 12 bearing from the
input/reverse planetary assembly (Fig. 29).
(41) Remove the snap-ring holding the low/reverse
clutch retainer into the transmission case (Fig. 30).
(42) Remove the low/reverse clutch retainer from
the transmission case (Fig. 30).
Fig. 27 Remove Park Sprag Snap-Ring
1 - SNAP-RING
Fig. 28 Remove Park Sprag Gear
1 - PARK SPRAG GEAR
Fig. 29 Remove Input/Reverse Planetary Assembly
1 - INPUT/REVERSE PLANETARY ASSEMBLY
2 - BEARING NUMBER 9
3 - BEARING NUMBER 12
Fig. 30 Remove Low/Reverse Clutch Retainer
1 - LOW/REVERSE OVERRUNNING CLUTCH ASSEMBLY
2 - SNAP-RING
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 325
AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)

specification, the reaction plate, all the friction discs,
and steels must be replaced.
(16) Remove the 4C retainer/bulkhead and all of
the 2C clutch components from the transmission
case.
(17) Install the low/reverse clutch assembly (Fig.
36). 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 transmis-
sion case.
(18) Install the snap-ring to hold the low/reverse
clutch retainer into the transmission case (Fig. 36).
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.
(19) Air check the low/reverse clutch and verify
correct overrunning clutch operation.
(20) Install the number 12 bearing 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.
(21) Install the reverse/input planetary assembly
through the low/reverse clutch assembly (Fig. 37).
(22) Install the park sprag onto the output shaft
(Fig. 38).
Fig. 38 Install Park Sprag Gear
1 - PARK SPRAG GEAR
Fig. 36 Install Low/Reverse Clutch Retainer
1 - LOW/REVERSE OVERRUNNING CLUTCH ASSEMBLY
2 - SNAP-RING
Fig. 37 Install Input/Reverse Planetary Assembly
1 - INPUT/REVERSE PLANETARY ASSEMBLY
2 - BEARING NUMBER 9
3 - BEARING NUMBER 12
21 - 328 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR
AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)