Clutch DODGE RAM 1500 1998 2.G Workshop Manual

4C RETAINER/BULKHEAD
DISASSEMBLY
(1) Remove the 2C piston belleville spring snap-
ring from the 4C retainer /bulkhead (Fig. 60).
(2) Remove the 2C piston Belleville spring from
the retainer/bulkhead (Fig. 60).
(3) Remove the 2C piston from the retainer/bulk-
head. Use 20 psi of air pressure to remove the piston
if necessary.
(4) Remove the 4C clutch snap-ring from the
retainer/bulkhead (Fig. 60).(5) Remove the 4C clutch pack from the retainer/
bulkhead (Fig. 60).
(6) Using Spring Compressor 8250 and a suitable
shop press, compress the 4C piston return spring and
remove the snap-ring (Fig. 60).
(7) Remove the 4C piston return spring and piston
from the retainer/bulkhead (Fig. 60). Use 20 psi of
air pressure to remove the piston if necessary.
Fig. 60 4C Retainer/Bulkhead Components
1 - SEAL 8 - REACTION PLATE
2 - 2C PISTON 9 - SNAP-RING
3 - PLATE 10 - RETURN SPRING
4 - DISC 11 - SEAL
5 - 2C BELLEVILLE SPRING 12 - 4C PISTON
6 - SNAP-RING 13 - 4C RETAINER/BULKHEAD
7 - SNAP-RING (SELECT)
21 - 362 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR

ASSEMBLY
(1) Clean and inspect all components. Replace any
components which show evidence of excessive wear
or scoring.
(2) Install new seals on the 2C and 4C pistons
(Fig. 60).
(3) Lubricate all seals with MopartATF +4 prior
to installation.
(4) Install the 4C piston into the 4C retainer/bulk-
head (Fig. 60).
(5) Position the 4C piston return spring onto the
4C piston.
(6) Using Spring Compressor 8250 and a suitable
shop press, compress the 4C piston return spring and
install the snap-ring (Fig. 61).
(7) Assemble and install the 4C clutch pack into
the retainer/bulkhead (Fig. 60) with the steel separa-
tor plate against the piston.(8) Install the 4C reaction plate and snap-ring into
the retainer/bulkhead (Fig. 60). The 4C reaction plate
is non-directional.
(9) Measure the 4C clutch clearance. The correct
clutch clearance is 0.77-1.39 mm (0.030-0.055 in.).
The snap-ring is selectable. Install the chosen snap-
ring and re-measure to verify the selection.
(10) Install the 2C piston into the retainer/bulk-
head (Fig. 60).
(11) Position the 2C Belleville spring onto the 2C
piston.
(12) Position the 2C Belleville spring snap-ring
onto the 2C Belleville spring (Fig. 60).
(13) Using Spring Compressor 8249 and a suitable
shop press (Fig. 62), compress the belleville spring
until the snap-ring is engaged with the snap-ring
groove in the retainer/bulkhead.
Fig. 61 Compress 4C Piston Return Spring Using
Tool 8250
1 - PRESS
2 - TOOL 8250Fig. 62 Compress 2C Belleville Spring Using Tool
8249
1 - PRESS
2 - TOOL 8249
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 363
4C RETAINER/BULKHEAD (Continued)

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, oxi-
dation 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 eas-
ily be mistaken for a leak if inspection is not careful.
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 usu-
ally the result of a faulty or improperly installed
drainback valve, a damaged main cooler, or severe
restrictions in the coolers and lines caused by debris
or kinked lines.
(3) Heavy duty operation with a vehicle not prop-
erly equipped for this type of operation. Trailer tow-
ing 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 sys-
tem, and the engine/axle ratio combination needed to
handle heavy loads.
DIAGNOSIS AND TESTING - FLUID
CONTAMINATION
Transmission fluid contamination is generally a
result of:
²adding incorrect fluid
²failure to clean dipstick and fill tube when
checking level
²engine coolant entering the fluid
²internal failure that generates debris
²overheat that generates sludge (fluid break-
down)
²failure to replace contaminated converter after
repairThe 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 withdraw-
ing the dipstick.
Engine coolant in the transmission fluid is gener-
ally caused by a cooler malfunction. The only remedy
is to replace the radiator as the cooler in the radiator
is not a serviceable part. If coolant has circulated
through the transmission, an overhaul is necessary.
The torque converter should also be replaced when-
ever a failure generates sludge and debris. This is
necessary because normal converter flushing proce-
dures will not remove all contaminants.
STANDARD PROCEDURE
STANDARD PROCEDURE - FLUID LEVEL
CHECK
Low fluid level can cause a variety of conditions
because it allows the pump to take in air along with
the fluid. As in any hydraulic system, air bubbles
make the fluid spongy, therefore, pressures will be
low and build up slowly.
Improper filling can also raise the fluid level too
high. When the transmssion has too much fluid, the
geartrain churns up foam and cause the same condi-
tions which occur with a low fluid level.
In either case, air bubbles can cause overheating
and/or fluid oxidation, and varnishing. This can
interfere with normal valve, clutch, and accumulator
operation. Foaming can also result in fluid escaping
from the transmission vent where it may be mis-
taken for a leak.
After the fluid has been checked, seat the dipstick
fully to seal out water and dirt.
The transmission has a dipstick to check oil level.
It is located on the right side of the engine. Be sure
to wipe all dirt from dipstick handle before removing.
The torque converter fills in both the P (PARK)
and N (NEUTRAL) positions. Place the selector lever
in P (PARK) to be sure that the fluid level check is
accurate.The engine should be running at idle
speed for at least one minute, with the vehicle
on level ground.At normal operating temperature
(approximately 82 C. or 180 F.), the fluid level is cor-
rect if it is in the HOT region (cross-hatched area) on
the oil level indicator. The fluid level will be approx-
21 - 366 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR

(11) Remove and discard the oil filter seal from the
bottom of the oil pump.
(12) If replacing the cooler return filter, use Oil
Filter Wrench 8321 to remove the filter from the
transmission.
(13) Dispose of used trans fluid and filter(s) prop-
erly.
INSPECTION
Inspect bottom of pan and magnet for excessive
amounts of metal. A light coating of clutch material
on the bottom of the pan does not indicate a problem
unless accompanied by a slipping condition or shift
lag. If fluid and pan are contaminated with excessive
amounts of debris, refer to the diagnosis section of
this group.
CLEANING
(1) Using a suitable solvent, clean pan and mag-
net.
(2) Using a suitable gasket scraper, clean original
sealing material from surface of transmission case
and the transmission pan.
INSTALLATION
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.
(1) 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.(2) Place replacement filter in position on valve
body and into the oil pump.
(3) Install screw to hold filter to valve body (Fig.
67). Tighten screw to 4.5 N´m (40 in. lbs.) torque.
(4) Install new cooler return filter onto the trans-
mission, if necessary. Torque the filter to 14.12 N´m
(125 in.lbs.).
(5) Place bead of MopartRTV sealant onto the
transmission case sealing surface.
(6) Place pan in position on transmission.
(7) Install bolts to hold pan to transmission.
Tighten bolts to 11.8 N´m (105 in. lbs.) torque.
(8) Lower vehicle and fill transmission with
MopartATF +4.
STANDARD PROCEDURE - TRANSMISSION
FILL
To avoid overfilling transmission after a fluid
change or overhaul, perform the following procedure:
(1) Remove dipstick and insert clean funnel in
transmission fill tube.
(2) Add following initial quantity of MopartAT F
+4 to transmission:
(a) If only fluid and filter were changed, add10
pints (5 quarts)of ATF +4 to transmission.
(b) If transmission was completely overhauled
and the torque converter was replaced or drained,
add24 pints (12 quarts)of ATF +4 to transmis-
sion.
(3) Check the transmission fluid (Refer to 21 -
TRANSMISSION/AUTOMATIC - RFE/FLUID -
STANDARD PROCEDURE) and adjust as required.
GEARSHIFT CABLE
DIAGNOSIS AND TESTING - GEARSHIFT
CABLE
(1) Engine starts must be possible with shift lever
in PARK or NEUTRAL positions only. Engine starts
must not be possible in any other gear position.
(2) With the shift lever in the:
(a) PARK position - Apply upward force on the
shift arm and remove pressure. Engine starts must
be possible.
(b) PARK position - Apply downward force on
the shift arm and remove pressure. Engine starts
must be possible.
(c) NEUTRAL position - Normal position. Engine
starts must be possible.
(d) 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.
Fig. 67 Transmission Filters - 4X4 Shown
1 - PRIMARY OIL FILTER
2 - COOLER RETURN FILTER
3 - COOLER RETURN FILTER BYPASS VALVE
4 - VALVE BODY
21 - 368 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR
FLUID AND FILTER (Continued)

(8) Lower vehicle.
(9) Lock shift cable by pressing cable adjuster lock
tab downward until it snaps into place.
(10) Check engine starting. Engine should start
only in PARK and NEUTRAL
HOLDING CLUTCHES
DESCRIPTION
Three hydraulically applied multi-disc clutches are
used to hold some planetary geartrain components
stationary while the input clutches drive others. The
2C, 4C, and Low/Reverse clutches are considered
holding clutches. The 2C and 4C clutches are located
in the 4C retainer/bulkhead (Fig. 75), while the Low/
Reverse clutch is located at the rear of the transmis-
sion case (Fig. 76).
Fig. 74 Gearshift Cable at Steering Column
1 - STEERING COLUMN
2 - GEARSHIFT CABLE
3 - GEARSHIFT CABLE LOCK TAB
4 - BTSI SOLENOID LOCK TAB
5 - BTSI CONNECTOR
Fig. 75 2C and 4C Clutches
1 - SEAL 8 - REACTION PLATE
2 - 2C PISTON 9 - SNAP-RING
3 - PLATE 10 - RETURN SPRING
4 - DISC 11 - SEAL
5 - 2C BELLEVILLE SPRING 12 - 4C PISTON
6 - SNAP-RING 13 - 4C RETAINER/BULKHEAD
7 - SNAP-RING (SELECT)
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 371
GEARSHIFT CABLE (Continued)

OPERATION
2C CLUTCH
The 2C clutch is hydraulically applied in second
and fifth gear by pressurized fluid against the 2C
piston. When the 2C clutch is applied, the reverse
sun gear assembly is held or grounded to the trans-
mission case by holding the reaction planetary car-
rier.
4C CLUTCH
The 4C clutch is hydraulically applied in second
prime and fourth gear by pressurized fluid against
the 4C clutch piston. When the 4C clutch is applied,
the reaction annulus gear is held or grounded to the
transmission case.
LOW/REVERSE CLUTCH
The Low/Reverse clutch is hydraulically applied in
park, reverse, neutral, and first gear, only at low
speeds, by pressurized fluid against the Low/Reverse
clutch piston. When the Low/Reverse clutch is
applied, the input annulus assembly is held or
grounded to the transmission case.
Fig. 76 Low/Reverse Clutch
1 - SNAP-RING (SELECT) 8 - SEAL
2 - REACTION PLATE 9 - BELLEVILLE SPRING
3 - DISC 10 - RETAINER
4 - PLATE 11 - SNAP-RING
5 - L/R CLUTCH RETAINER 12 - OVERRUNNING CLUTCH
6 - SEAL 13 - SNAP-RING
7 - PISTON
21 - 372 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR
HOLDING CLUTCHES (Continued)

INPUT CLUTCH ASSEMBLY
DESCRIPTION
Three hydraulically applied input clutches are used
to drive planetary components. The underdrive, over-
drive, and reverse clutches are considered input
clutches and are contained within the input clutch
assembly (Fig. 77) and (Fig. 78). The input clutch
assembly also contains:
²Input shaft
²Input hub
²Clutch retainer
²Underdrive piston
²Overdrive/reverse piston²Overdrive hub
²Underdrive hubOPERATION
The three input clutches are responsible for driving
different components of the planetary geartrain.
UNDERDRIVE CLUTCH
The underdrive clutch is hydraulically applied in
first, second, second prime, and third (direct) gears
by pressurized fluid against the underdrive piston.
When the underdrive clutch is applied, the under-
drive hub drives the input sun gear.
Fig. 77 Input Clutch Assembly - Part 1
1 - INPUT CLUTCH HUB 11 - UD CLUTCH
2 - O-RING SEALS 12 - PLATE
3 - SEAL 13 - CLUTCH RETAINER
4 - SNAP-RING 14 - SEAL
5 - SNAP-RING 15 - OD/REV PISTON
6 - UD BALANCE PISTON 16 - BELLEVILLE SPRING
7 - SNAP-RING 17 - SNAP-RING
8 - UD PISTON 18 - SEAL RINGS
9 - SPRING 19 - INPUT SHAFT
10 - DISC 20 - LUBRICATION CHECK VALVE AND SNAP-RING
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 373

OVERDRIVE CLUTCH
The overdrive clutch is hydraulically applied in
third (direct), fourth, and fifth gears by pressurized
fluid against the overdrive/reverse piston. When the
overdrive clutch is applied, the overdrive hub drives
the reverse carrier/input annulus assembly.
REVERSE CLUTCH
The reverse clutch is hydraulically applied in
reverse gear by pressurized fluid against the over-
drive/reverse piston. When the reverse clutch is
applied, the reaction annulus gear is driven.
DISASSEMBLY
(1) Remove the reverse reaction plate selective
snap-ring from the input clutch retainer (Fig. 79).
(2) Remove the reverse reaction plate from the
input clutch retainer.
(3) Remove the reverse hub and reverse clutch
pack from the input clutch retainer.
(4) Remove the number 4 bearing from the over-
drive hub.
(5) Remove the overdrive hub from the input
clutch retainer (Fig. 79).
Fig. 78 Input Clutch Assembly - Part 2
1 - BEARING NUMBER 3 10 - SNAP-RING (SELECT)
2 - OD HUB/SHAFT 11 - PLATE
3 - SNAP-RING (WAVE) 12 - DISC
4 - REV/OD REACTION PLATE 13 - OD CLUTCH
5 - BEARING NUMBER 4 14 - SNAP-RING (TAPERED)
6 - SNAP-RING (FLAT) 15 - UD/OD REACTION PLATE
7 - REVERSE HUB/SHAFT 16 - SNAP-RING (FLAT)
8 - REVERSE CLUTCH 17 - UD HUB/SHAFT
9 - REVERSE REACTION PLATE 18 - BEARING NUMBER 2
21 - 374 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR
INPUT CLUTCH ASSEMBLY (Continued)

(6) Remove the number 3 bearing from the under-
drive hub.
(7) Remove the OD/reverse reaction plate snap-
ring from the input clutch retainer.
(8) Remove the underdrive hub, overdrive clutch,
and overdrive reaction plate from the input clutch
retainer (Fig. 79).
NOTE: The overdrive friction discs and steel discs
are thicker than the matching components in the
underdrive and reverse clutches.(9) Remove the number 2 bearing from the input
clutch hub.
(10) Remove the overdrive clutch wave snap-ring
from the input clutch retainer.
(11) Remove the UD/OD reaction plate tapered
snap-ring from the input clutch retainer.
(12) Remove the UD/OD reaction plate from the
input clutch retainer.
(13) Remove the UD/OD reaction plate flat snap-
ring from the input clutch retainer (Fig. 79).
(14) Remove the underdrive clutch pack from the
input clutch retainer (Fig. 81).
Fig. 79 Input Clutch Assembly - Part 2
1 - BEARING NUMBER 3 10 - SNAP-RING (SELECT)
2 - OD HUB/SHAFT 11 - PLATE
3 - SNAP-RING (WAVE) 12 - DISC
4 - REV/OD REACTION PLATE 13 - OD CLUTCH
5 - BEARING NUMBER 4 14 - SNAP-RING (TAPERED)
6 - SNAP-RING (FLAT) 15 - UD/OD REACTION PLATE
7 - REVERSE HUB/SHAFT 16 - SNAP-RING (FLAT)
8 - REVERSE CLUTCH 17 - UD HUB/SHAFT
9 - REVERSE REACTION PLATE 18 - BEARING NUMBER 2
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 375
INPUT CLUTCH ASSEMBLY (Continued)

(15) Using Spring Compressor 8251, compress the
UD/OD balance piston and remove the snap-ring
from the input clutch hub (Fig. 80).(16) Remove the UD/OD balance piston and piston
return spring from the input clutch retainer (Fig. 81).
(17) Remove the underdrive piston from the input
clutch retainer (Fig. 81).
NOTE: Both the UD/OD balance piston and the
underdrive piston have seals molded onto them. If
the seal is damaged, do not attempt to install a new
seal onto the piston. The piston/seal must be
replaced as an assembly.
(18) Remove the input clutch retainer tapered
snap-ring.
(19) Separate input clutch retainer from input
clutch hub.
(20) Separate OD/reverse piston from input clutch
hub retainer (Fig. 81).
(21) Remove all seals and o-rings from the input
shaft and input hub. The o-rings on the input hub
are color coded. Be sure to make note of which o-ring
belongs in which location.
Fig. 80 Compressing UD/OD Balance Piston Using
Tool 8251
1 - PRESS
2 - TOOL 8251
3 - BALANCE PISTON
21 - 376 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR
INPUT CLUTCH ASSEMBLY (Continued)