module c1 DODGE RAM 1500 1998 2.G Workshop Manual

SPEED SENSOR
DESCRIPTION
The speed sensor (Fig. 221) is located in the over-
drive gear case. The sensor is positioned over the
park gear and monitors transmission output shaft
rotating speed.
OPERATION
Speed sensor signals are triggered by the park
gear lugs as they rotate past the sensor pickup face.
Input signals from the sensor are sent to the trans-
mission control module for processing. Signals from
this sensor are shared with the powertrain control
module.
THROTTLE VALVE CABLE
DESCRIPTION
Transmission throttle valve cable (Fig. 222) adjust-
ment is extremely important to proper operation.
This adjustment positions the throttle valve, which
controls shift speed, quality, and part-throttle down-
shift sensitivity.
If cable setting is too loose, early shifts and slip-
page between shifts may occur. If the setting is too
tight, shifts may be delayed and part throttle down-
shifts may be very sensitive.
The transmission throttle valve is operated by a
cam on the throttle lever. The throttle lever is oper-
ated by an adjustable cable (Fig. 223). The cable is
attached to an arm mounted on the throttle lever
shaft. A retaining clip at the engine-end of the cable
is removed to provide for cable adjustment. The
retaining clip is then installed back onto the throttle
valve cable to lock in the adjustment.
Fig. 222 Throttle Valve Cable Attachment - At Engine
1 - THROTTLE VALVE CABLE
2 - CABLE BRACKET
3 - THROTTLE BODY LEVER
4 - ACCELERATOR CABLE
5 - SPEED CONTROL CABLE
Fig. 223 Throttle Valve Cable at Throttle Linkage
1 - THROTTLE LINKAGE
2 - THROTTLE VALVE CABLE LOCKING CLIP
3 - THROTTLE VALVE CABLE
Fig. 221 Transmission Output Speed Sensor
1 - TRANSMISSION OUTPUT SHAFT SPEED SENSOR
2 - SEAL
DRAUTOMATIC TRANSMISSION - 48RE 21 - 253

STATOR
Torque multiplication is achieved by locking the
stator's over-running clutch to its shaft (Fig. 234).
Under stall conditions the turbine is stationary and
the oil leaving the turbine blades strikes the face of
the stator blades and tries to rotate them in a coun-
terclockwise direction. When this happens the over-
running clutch of the stator locks and holds the
stator from rotating. With the stator locked, the oil
strikes the stator blades and is redirected into a
ªhelpingº direction before it enters the impeller. This
circulation of oil from impeller to turbine, turbine to
stator, and stator to impeller, can produce a maxi-
mum torque multiplication of about 1.75:1. As the
turbine begins to match the speed of the impeller, the
fluid that was hitting the stator in such as way as to
cause it to lock-up is no longer doing so. In this con-
dition of operation, the stator begins to free wheel
and the converter acts as a fluid coupling.
TORQUE CONVERTER CLUTCH (TCC)
The torque converter clutch is hydraulically
applied or released when fluid is feed or vented from
the hydraulic circuit by the torque converter control
(TCC) solenoid on the valve body. The torque con-
verter clutch is controlled by the Powertrain Control
Module (PCM). The torque converter clutch engages
in FOURTH gear, and in THIRD gear under various
conditions, such as when the O/D switch is OFF, orwhen the vehicle is cruising on a level surface after
the vehicle has warmed up. The torque converter
clutch can also be engaged in the MANUAL SEC-
OND gear position if high transmission temperatures
are sensed by the PCM. The torque converter clutch
may disengage momentarily when an increase in
engine load is sensed by the PCM, such as when the
vehicle begins to go uphill or the throttle pressure is
increased.
REMOVAL
(1) Remove transmission and torque converter
from vehicle.
(2) Place a suitable drain pan under the converter
housing end of the transmission.
CAUTION: Verify that transmission is secure on the
lifting device or work surface, the center of gravity
of the transmission will shift when the torque con-
verter is removed creating an unstable condition.
The torque converter is a heavy unit. Use caution
when separating the torque converter from the
transmission.
(3) Pull the torque converter forward until the cen-
ter hub clears the oil pump seal.
(4) Separate the torque converter from the trans-
mission.
INSTALLATION
Check converter hub and drive notches for sharp
edges, burrs, scratches, or nicks. Polish the hub and
notches with 320/400 grit paper or crocus cloth if nec-
essary. The hub must be smooth to avoid damaging
the pump seal at installation.
(1) Lubricate oil pump seal lip with transmission
fluid.
(2) Place torque converter in position on transmis-
sion.
CAUTION: Do not damage oil pump seal or bushing
while inserting torque converter into the front of the
transmission.
(3) Align torque converter to oil pump seal open-
ing.
(4) Insert torque converter hub into oil pump.
(5) While pushing torque converter inward, rotate
converter until converter is fully seated in the oil
pump gears.
Fig. 234 Stator Operation
1 - DIRECTION STATOR WILL FREE WHEEL DUE TO OIL
PUSHING ON BACKSIDE OF VANES
2 - FRONT OF ENGINE
3 - INCREASED ANGLE AS OIL STRIKES VANES
4 - DIRECTION STATOR IS LOCKED UP DUE TO OIL PUSHING
AGAINST STATOR VANES
21 - 260 AUTOMATIC TRANSMISSION - 48REDR
TORQUE CONVERTER (Continued)

OPERATION
At key-on, overdrive operation is allowed. Pressing
the switch once causes the tow/haul overdrive OFF
mode to be entered and the Tow/Haul lamp to be illu-
minated. Pressing the switch a second time causes
normal overdrive operation to be restored and the
tow/haul lamp to be turned off. The tow/haul over-
drive OFF mode defaults to ON after the ignition
switch is cycled OFF and ON. The normal position
for the control switch is the ON position. The switch
must be in this position to energize the solenoid and
allow a 3-4 upshift. The control switch indicator light
illuminates only when the tow/haul overdrive switch
is turned to the OFF position, or when illuminated
by the transmission control module.
DIAGNOSIS AND TESTING - OVERDRIVE
ELECTRICAL CONTROLS
The tow/haul overdrive off switch, valve body sole-
noid, case connectors and related wiring can all be
tested with a 12 volt test lamp or a volt/ohmmeter.
Check continuity of each component when diagnosis
indicates this is necessary.
Switch and solenoid continuity should be checked
whenever the transmission fails to shift into fourth
gear range.
REMOVAL
(1) Using a plastic trim tool, remove the tow/haul
overdrive off switch retainer from the shift lever (Fig.
237).(2) Pull the switch outwards to release it from the
connector in the lever (Fig. 238)
INSTALLATION
NOTE: There is enough slack in the wire to pull out
the connector from the lever.
(1) Pull the connector out of the lever just enough
to grasp it.
CAUTION: Be careful not to bend the pins on the
tow/haul overdrive off switch. Use care when
installing the switch, as it is not indexed, and can
be accidentally installed incorrectly.
(2) Install the tow/haul overdrive off switch into
the connector (Fig. 239)
(3) Push the tow/haul overdrive off switch and wir-
ing into the shift lever.
(4) Install the tow/haul overdrive off switch
retainer onto the shift lever.
Fig. 237 Tow/Haul Overdrive Off Switch Retainer
Fig. 238 Remove the Tow/Haul Overdrive Off Switch
Fig. 239 Install the Tow/Haul Overdrive Off Switch
21 - 262 AUTOMATIC TRANSMISSION - 48REDR
TOW/HAUL OVERDRIVE SWITCH (Continued)

TRANSMISSION
TEMPERATURE SENSOR
DESCRIPTION
Transmission fluid temperature readings are sup-
plied to the transmission control module by the ther-
mistor (Fig. 248). The temperature readings are used
to control engagement of the fourth gear overdrive
clutch, the converter clutch, and governor pressure.
Normal resistance value for the thermistor at room
temperature is approximately 2000 ohms.
The thermistor is part of the governor pressure
sensor assembly and is immersed in transmission
fluid at all times.
OPERATION
The PCM prevents engagement of the converter
clutch and overdrive clutch, when fluid temperature
is below approximately 10ÉC (50ÉF).
If fluid temperature exceeds 126ÉC (260ÉF), the
PCM causes a 4-3 downshift and engage the con-
verter clutch. Engagement is according to the third
gear converter clutch engagement schedule.
The Tow/Haul lamp in the instrument panel illumi-
nates when the shift back to third occurs. The trans-
mission will not allow fourth gear operation until
fluid temperature decreases to approximately 110ÉC
(230ÉF).
VALVE BODY
DESCRIPTION
The valve body consists of a cast aluminum valve
body, a separator plate, and transfer plate. The valve
body contains valves and check balls that control
fluid delivery to the torque converter clutch, bands,
and frictional clutches. The valve body contains the
following components (Fig. 249), (Fig. 250), (Fig.
251), and (Fig. 252):
²Regulator valve
²Regulator valve throttle pressure plug
²Line pressure sleeve
²Kickdown valve
²Kickdown limit valve
²1-2 shift valve
²1-2 control valve
²2-3 shift valve
²2-3 governor plug
²3-4 shift valve
²3-4 timing valve
²3-4 quick fill valve
²3-4 accumulator
²Throttle valve
²Throttle pressure plug
²Switch valve
²Manual valve
²Converter clutch lock-up valve
²Converter clutch lock-up timing Valve
²Shuttle valve
²Shuttle valve throttle plug
²Boost Valve
²9 check balls
By adjusting the spring pressure acting on the reg-
ulator valve, transmission line pressure can be
adjusted.
Fig. 248 Governor Pressure Sensor
1 - GOVERNOR BODY
2 - GOVERNOR PRESSURE SENSOR/TRANSMISSION FLUID
TEMPERATURE THERMISTOR
DRAUTOMATIC TRANSMISSION - 48RE 21 - 267

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)

SPECIFICATIONS
TRANSMISSION
GENERAL
Component Metric Inch
Output Shaft End Play 0.22-0.55
mm0.009-0.021
in.
Input Shaft End Play 0.46-0.89
mm0.018-0.035
in.
2C Clutch Pack
Clearance0.455-1.335
mm0.018-0.053
in.
4C Clutch Pack
Clearance0.770-1.390
mm0.030-0.055
in.
L/R Clutch Pack
Clearance1.00-1.74
mm0.039-0.069
in.
OD Clutch Pack
Clearance1.103-1.856
mm0.043-0.073
in.
Component Metric Inch
UD Clutch Pack
Clearance0.84-1.54
mm0.033-0.061
in.
Reverse Clutch Pack
Clearance0.81-1.24
mm0.032-0.049
in.
Recommended fluid MoparTAT F + 4
GEAR RATIOS
1ST 3.00:1
2ND 1.67:1
2ND Prime 1.50:1
3RD 1.0:1
4TH 0.75:1
5TH 0.67:1
REVERSE 3.00:1
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Fitting, cooler line at trans 17.5 - 155
Bolt, torque convertor 31 23 -
Bolt/nut, crossmember 68 50 -
Bolt, driveplate to crankshaft 75 55 -
Bolt, oil pan 11.8 - 105
Screw, primary fluid filter 4.5 - 40
Bolt, oil pump 28.2 - 250
Bolt, oil pump body to cover 4.5 - 40
Screw, plate to oil pump body 4.5 - 40
Bolt, valve body to case 11.8 - 105
Plug, pressure test port 5.1 - 45
Bolt, reaction shaft support 11.8 - 105
Screw, valve body to transfer plate 5.6 - 50
Screw, solenoid module to transfer plate 5.7 - 50
Screw, accumulator cover 8 - 70
Screw, detent spring 4.5 - 40
Bolt, input speed sensor 11.8 - 105
Bolt, output speed sensor 11.8 - 105
Bolt, line pressure sensor 11.8 - 105
Bolt, extension housing 54 40 -
Valve, cooler return filter bypass 4.5 - 40
Screw, manual valve cam retaining 4.5 - 40
Bolt, manual lever 28.2 - 250
21 - 358 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR
AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)

(28) Install the number 2 bearing onto the under-
drive hub with outer race against the hub with petro-
leum jelly.
(29) Install the underdrive hub into the input
clutch retainer.
(30) Install the number 3 bearing into the over-
drive hub with the outer race against the hub with
petroleum jelly.
(31) Install the overdrive hub into the input clutch
retainer.
(32) Install the number 4 bearing into the reverse
hub with outer race against the hub with petroleum
jelly.
(33) Install the reverse hub into the input clutch
retainer.
(34) Install the complete reverse clutch pack.
(35) Install the reverse reaction plate and snap-
ring.
(36) Push up on reaction plate to allow reverse
clutch to move freely.
INPUT SPEED SENSOR
DESCRIPTION
The Input and Output Speed Sensors are two-wire
magnetic pickup devices that generate AC signals as
rotation occurs. They are mounted in the left side of
the transmission case and are considered primary
inputs to the Transmission Control Module (TCM).
OPERATION
The Input Speed Sensor provides information on
how fast the input shaft is rotating. As the teeth of
the input clutch hub pass by the sensor coil, an AC
voltage is generated and sent to the TCM. The TCM
interprets this information as input shaft rpm.
The Output Speed Sensor generates an AC signal
in a similar fashion, though its coil is excited by rota-
tion of the rear planetary carrier lugs. The TCM
interprets this information as output shaft rpm.
The TCM compares the input and output speed
signals to determine the following:
²Transmission gear ratio
²Speed ratio error detection
²CVI calculation
The TCM also compares the input speed signal and
the engine speed signal to determine the following:
²Torque converter clutch slippage
²Torque converter element speed ratio
REMOVAL
(1) Raise vehicle.
(2) Place a suitable fluid catch pan under the
transmission.(3) Remove the wiring connector from the input
speed sensor (Fig. 91).
(4) Remove the bolt holding the input speed sensor
to the transmission case.
(5) Remove the input speed sensor from the trans-
mission case.
INSTALLATION
(1) Install the input speed sensor into the trans-
mission case.
(2) Install the bolt to hold the input speed sensor
into the transmission case. Tighten the bolt to 11.9
N´m (105 in.lbs.).
(3) Install the wiring connector onto the input
speed sensor
(4) Verify the transmission fluid level. Add fluid as
necessary.
(5) Lower vehicle.
LINE PRESSURE (LP) SENSOR
DESCRIPTION
The TCM utilizes a closed-loop system to control
transmission line pressure. The system contains a
variable force style solenoid, the Pressure Control
Solenoid, mounted on the side of the solenoid and
pressure switch assembly. The solenoid is duty cycle
controlled by the TCM to vent the unnecessary line
pressure supplied by the oil pump back to the sump.
The system also contains a variable pressure style
sensor, the Line Pressure Sensor, which is a direct
input to the TCM. The line pressure solenoid moni-
tors the transmission line pressure and completes the
Fig. 91 Input Speed Sensor
1 - OUTPUT SPEED SENSOR
2 - LINE PRESSURE SENSOR
3 - INPUT SPEED SENSOR
21 - 382 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR
INPUT CLUTCH ASSEMBLY (Continued)

into the appropriate oil pump valve body bore (Fig.
102) (Fig. 103).
(4) Place the separator plate onto the oil pump
body (Fig. 101).
(5) Install the screws to hold the separator plate
onto the oil pump body (Fig. 101). Tighten the screws
to 4.5 N´m (40 in.lbs.).
(6) Position the oil pump cover onto the locating
dowels (Fig. 100).
(7) Seat the two oil pump halves together and
install all bolts finger tight.
(8) Torque all bolts down slowly starting in the
center and working outward. The correct torque is
4.5 N´m (40 in.lbs.).
(9) Verify that the oil pump gears rotate freely and
smoothly.
(10) Position the reaction shaft support into the oil
pump (Fig. 100).
(11) Install and torque the bolts to hold the reac-
tion shaft support to the oil pump (Fig. 100). The cor-
rect torque is 12 N´m (105 in.lbs.).
OIL PUMP FRONT SEAL
REMOVAL
(1) Remove transmission from the vehicle.
(2) Remove the torque converter from the trans-
mission.
(3) Using a screw mounted in a slide hammer,
remove the oil pump front seal.
INSTALLATION
(1) Clean seal bore of the oil pump of any residue
or particles from the original seal.
(2) Install new oil seal in the oil pump housing
using Seal Installer C-3860-A (Fig. 104).
OUTPUT SPEED SENSOR
DESCRIPTION
The Input and Output Speed Sensors are two-wire
magnetic pickup devices that generate AC signals as
rotation occurs. They are mounted in the left side of
the transmission case and are considered primary
inputs to the Transmission Control Module (TCM).
OPERATION
The Input Speed Sensor provides information on
how fast the input shaft is rotating. As the teeth of
the input clutch hub pass by the sensor coil, an AC
voltage is generated and sent to the TCM. The TCM
interprets this information as input shaft rpm.
The Output Speed Sensor generates an AC signal
in a similar fashion, though its coil is excited by rota-
tion of the rear planetary carrier lugs. The TCM
interprets this information as output shaft rpm.
The TCM compares the input and output speed
signals to determine the following:
²Transmission gear ratio
²Speed ratio error detection
²CVI calculation
The TCM also compares the input speed signal and
the engine speed signal to determine the following:
²Torque converter clutch slippage
²Torque converter element speed ratio
REMOVAL
(1) Raise vehicle.
(2) Place a suitable fluid catch pan under the
transmission.
(3) Remove the wiring connector from the output
speed sensor (Fig. 105).
(4) Remove the bolt holding the output speed sen-
sor to the transmission case.
(5) Remove the output speed sensor from the
transmission case.
Fig. 104 Install Oil Pump Front Seal
1 - TOOL C-3860-A
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 391
OIL PUMP (Continued)

INSTALLATION
(1) Install the output speed sensor into the trans-
mission case.
(2) Install the bolt to hold the output speed sensor
into the transmission case. Tighten the bolt to 11.9
N´m (105 in.lbs.).
(3) Install the wiring connector onto the output
speed sensor
(4) Verify the transmission fluid level. Add fluid as
necessary.
(5) Lower vehicle.
TOW/HAUL OVERDRIVE
SWITCH
DESCRIPTION
The tow/haul overdrive OFF (control) switch is
located in the shift lever arm (Fig. 106). The switch
is a momentary contact device that signals the PCM
to toggle current status of the overdrive function.
OPERATION
At key-on, overdrive operation is allowed. Pressing
the switch once causes the tow/haul overdrive OFF
mode to be entered and the Tow/Haul lamp to be illu-
minated. Pressing the switch a second time causesnormal overdrive operation to be restored and the
tow/haul lamp to be turned off. The tow/haul over-
drive OFF mode defaults to ON after the ignition
switch is cycled OFF and ON. The normal position
for the control switch is the ON position. The switch
must be in this position to energize the solenoid and
allow a 3-4 upshift. The control switch indicator light
illuminates only when the tow/haul overdrive switch
is turned to the OFF position, or when illuminated
by the transmission control module.
REMOVAL
(1) Using a plastic trim tool, remove the tow/haul
overdrive off switch retainer from the shift lever (Fig.
107).
Fig. 105 Output Speed Sensor
1 - OUTPUT SPEED SENSOR
2 - LINE PRESSURE SENSOR
3 - INPUT SPEED SENSOR
Fig. 106 Tow/Haul Overdrive Off Switch
Fig. 107 Tow/Haul Overdrive Off Switch Retainer
21 - 392 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR
OUTPUT SPEED SENSOR (Continued)

(9) Fill the transmission with the recommended
fluid.
TRANSMISSION CONTROL
RELAY
DESCRIPTION
The relay is supplied fused B+ voltage, energized
by the TCM, and is used to supply power to the sole-
noid pack when the transmission is in normal oper-
ating mode.
OPERATION
When the relay is ªoffº, no power is supplied to the
solenoid pack and the transmission is in ªlimp-inº
mode. After a controller reset, the TCM energizes the
relay. Prior to this, the TCM verifies that the con-
tacts are open by checking for no voltage at the
switched battery terminals. After this is verified, the
voltage at the solenoid pack pressure switches is
checked. After the relay is energized, the TCM mon-
itors the terminals to verify that the voltage is
greater than 3 volts.
TRANSMISSION RANGE
SENSOR
DESCRIPTION
The Transmission Range Sensor (TRS) is part of
the solenoid module, which is mounted to the top of
the valve body inside the transmission.
The Transmission Range Sensor (TRS) has five
switch contact pins that:
²Determine shift lever position
²Supply ground to the Starter Relay in Park and
Neutral only.
²
Supply +12 V to the backup lamps in Reverse only.
The TRS also has an integrated temperature sen-
sor (thermistor) that communicates transmission
temperature to the TCM and PCM.
OPERATION
The Transmission Range Sensor (TRS) communi-
cates shift lever position to the TCM as a combina-
tion of open and closed switches. Each shift lever
position has an assigned combination of switch states
(open/closed) that the TCM receives from four sense
circuits. The TCM interprets this information and
determines the appropriate transmission gear posi-
tion and shift schedule.
There are many possible combinations of open and
closed switches (codes). Seven of these possible codes
are related to gear position and five are recognized
as ªbetween gearº codes. This results in many codes
which shouldnever occur. These are called
ªinvalidº codes. An invalid code will result in a DTC,
and the TCM will then determine the shift lever
position based on pressure switch data. This allows
reasonably normal transmission operation with a
TRS failure.
GEAR C5 C4 C3 C2 C1
ParkCL OP OP CL CL
Temp 1CL OP OP CL OP
ReverseOP OP OP CL OP
Temp 2OP OP CL CL OP
Neutral 1OP OP CL CL CL
Neutral 2OP CL CL CL CL
Temp 3OP CL CL CL OP
DriveOP CL CL OP OP
Temp 4OP CL OP OP OP
Manual 2CL CL OP OP OP
Temp 5CL OP OP OP OP
Manual 1CL OP CL OP OP
Fig. 125 Checking Torque Converter Seating-Typical
1 - SCALE
2 - STRAIGHTEDGE
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 405
TORQUE CONVERTER (Continued)