service DODGE RAM 2003 Service Repair Manual

(5) Remove sun gear and driving shell as assembly
(Fig. 203).
(6) Remove tabbed thrust washer from rear plane-
tary gear (Fig. 204). Note washer position on gear for
assembly reference.
(7) Remove rear planetary gear and rear annulus
gear from intermediate shaft (Fig. 205).
(8) Remove thrust washer from rear planetary
gear (Fig. 206).
INSPECTION
Inspect the planetary gear sets and annulus gears.
The planetary pinions, shafts, washers, and retaining
pins are serviceable. However, if a pinion carrier is
damaged, the entire planetary gear set must be
replaced as an assembly.
Replace the annulus gears if the teeth are chipped,
broken, or worn, or the gear is cracked. Replace theplanetary thrust plates and the tabbed thrust wash-
ers if cracked, scored or worn.
Inspect the machined surfaces of the intermediate
shaft. Be sure the oil passages are open and clear.
Replace the shaft if scored, pitted, or damaged.
Inspect the sun gear and driving shell. If either
component is worn or damaged, remove the sun gear
rear retaining ring and separate the sun gear and
thrust plate from the driving shell. Then replace the
necessary component.
Replace the sun gear as an assembly if the gear teeth
are chipped or worn. Also replace the gear as an assem-
bly if the bushings are scored or worn. The sun gear
bushings are not serviceable. Replace the thrust plate if
worn, or severely scored. Replace the driving shell if dis-
torted, cracked, or damaged in any way.
Replace all snap-rings during geartrain assembly.
Reusing snap-rings is not recommended.
Fig. 203 Sun Gear And Driving Shell Removal
1 - INTERMEDIATE SHAFT
2 - DRIVING SHELL
3 - SUN GEAR
Fig. 204 Rear Planetary Thrust Washer Removal
1 - SUN GEAR
2 - REAR PLANETARY THRUST WASHER
3 - DRIVING SHELL
Fig. 205 Rear Planetary And Annulus Gear Removal
1 - INTERMEDIATE SHAFT
2 - REAR ANNULUS GEAR
3 - REAR PLANETARY GEAR
Fig. 206 Rear Annulus Thrust Washer Removal
1 - REAR ANNULUS GEAR
2 - THRUST WASHER
21 - 422 AUTOMATIC TRANSMISSION - 48REDR
PLANETARY GEARTRAIN/OUTPUT SHAFT (Continued)

in an incorrect T.V. cable adjustment.Slide the
sheath of the T.V. cable (D) back and forth until the
centerlines of the T.V. cable end (B) and the throttle
bell crank lever (C) are aligned within one millimeter
(1mm) (Fig. 232).
(7) While holding the T.V. cable in the set position
push the T.V. cable lock (A) into the down position
(Fig. 232). This will lock the present T.V. cable
adjustment.
NOTE: Be sure that as the cable is pulled forward
and centered on the throttle lever stud, the cable
housing moves smoothly with the cable. Due to the
angle at which the cable housing enters the spring
housing, the cable housing may bind slightly and
create an incorrect adjustment.
(8) Reconnect the T.V. cable (B) to the throttle
bellcrank lever (C).
(9) Check cable adjustment. Verify transmission
throttle lever and lever on throttle body move simul-
taneously.
TORQUE CONVERTER
DESCRIPTION
The torque converter (Fig. 233) is a hydraulic
device that couples the engine crankshaft to the
transmission. The torque converter consists of an
outer shell with an internal turbine, a stator, an
overrunning clutch, an impeller and an electronically
applied converter clutch. The converter clutch pro-
vides reduced engine speed and greater fuel economy
when engaged. Clutch engagement also provides
reduced transmission fluid temperatures. The torque
converter hub drives the transmission oil (fluid)
pump.
The torque converter is a sealed, welded unit that
is not repairable and is serviced as an assembly.
CAUTION: The torque converter must be replaced if
a transmission failure resulted in large amounts of
metal or fiber contamination in the fluid. If the fluid
is contaminated, flush the all transmission fluid
cooler(s) and lines.
Fig. 233 Torque Converter Assembly
1 - TURBINE
2 - IMPELLER
3 - HUB
4-STATOR
5 - FRONT COVER
6 - CONVERTER CLUTCH DISC
7 - DRIVE PLATE
21 - 434 AUTOMATIC TRANSMISSION - 48REDR
THROTTLE VALVE CABLE (Continued)

(9) Fill the transmission with the recommended
fluid.
TORQUE CONVERTER
DRAINBACK VALVE
DESCRIPTION
The drainback valve is located in the transmission
cooler outlet (pressure) line.
OPERATION
The valve prevents fluid from draining from the
converter into the cooler and lines when the vehicleis shut down for lengthy periods. Production valves
have a hose nipple at one end, while the opposite end
is threaded for a flare fitting. All valves have an
arrow (or similar mark) to indicate direction of flow
through the valve.
STANDARD PROCEDURE - TORQUE
CONVERTER DRAINBACK VALVE
The converter drainback check valve is located in
the cooler outlet (pressure) line near the radiator
tank. The valve prevents fluid drainback when the
vehicle is parked for lengthy periods. The valve check
ball is spring loaded and has an opening pressure of
approximately 2 psi.
The valve is serviced as an assembly; it is not
repairable. Do not clean the valve if restricted, or
contaminated by sludge, or debris. If the valve fails,
or if a transmission malfunction occurs that gener-
ates significant amounts of sludge and/or clutch par-
ticles and metal shavings, the valve must be
replaced.
The valve must be removed whenever the cooler
and lines are reverse flushed. The valve can be flow
tested when necessary. The procedure is exactly the
same as for flow testing a cooler.
If the valve is restricted, installed backwards, or in
the wrong line, it will cause an overheating condition
and possible transmission failure.
CAUTION: The drainback valve is a one-way flow
device. It must be properly oriented in terms of flow
direction for the cooler to function properly. The
valve must be installed in the pressure line. Other-
wise flow will be blocked and would cause an over-
heating condition and eventual transmission failure.
Fig. 241 Typical Method Of Checking Converter
Seating
1 - SCALE
2 - STRAIGHTEDGE
21 - 440 AUTOMATIC TRANSMISSION - 48REDR
TORQUE CONVERTER (Continued)

BOOST VALVE
The boost valve (Fig. 273) provides increased fluid
apply pressure to the overdrive clutch during 3-4
upshifts (Fig. 274), and when accelerating in fourth
gear. The boost valve also serves to increase line
pressure during torque converter lock-up.
REMOVAL
The valve body can be removed for service without
having to remove the transmission assembly.
The valve body can be disassembled for cleaning
and inspection of the individual components.
The only replaceable valve body components are:
²Manual lever.
²
Manual lever washer, seal, E-clip, and shaft seal.
²Manual lever detent ball.
²Throttle lever.
²Fluid filter.
²Pressure adjusting screw bracket.
²Governor pressure solenoid.
²Governor pressure sensor (includes transmission
temperature thermistor).
²Converter clutch/overdrive solenoid assembly
and harness.
²Governor housing gasket.
²Solenoid case connector O-rings.
(1) Shift transmission into NEUTRAL.
(2) Raise vehicle.
(3) Remove gearshift and throttle levers from shaft
of valve body manual lever.
(4) Disconnect wires at solenoid case connector
(Fig. 275).
(5) Remove the transmission range sensor.
(6) Position drain pan under transmission oil pan.
(7) Remove transmission oil pan and gasket.
(8) Remove fluid filter from valve body.
(9) Remove bolts attaching valve body to transmis-
sion case.
(10) Lower valve body enough to remove accumu-
lator piston and springs.
(11) Work manual lever shaft and electrical con-
nector out of transmission case.
Fig. 275 Transmission Case Connector
1 - SOLENOID CASE CONNECTOR
2 - TRANSMISSION RANGE SENSOR
Fig. 273 Boost Valve Before Lock-up
Fig. 274 Boost Valve After Lock-up
21 - 464 AUTOMATIC TRANSMISSION - 48REDR
VALVE BODY (Continued)

3-4 ACCUMULATOR HOUSING
(1) Remove end plate from housing.
(2) Remove piston spring.
(3) Remove piston. Remove and discard piston
seals (Fig. 306).
CLEANING
Clean the valve housings, valves, plugs, springs,
and separator plates with a standard parts cleaning
solution only. Do not use gasoline, kerosene, or any
type of caustic solution.
Do not immerse any of the electrical components in
cleaning solution. Clean the governor solenoid and
sensor and the dual solenoid and harness assembly
by wiping them off with dry shop towels only.
Dry all except the electrical parts with compressed
air. Make sure all passages are clean and free from
obstructions.Do not use rags or shop towels to
dry or wipe off valve body components. Lint
from these materials can stick to valve body
parts, interfere with valve operation, and clog
filters and fluid passages.
Wipe the governor pressure sensor and solenoid
valve with dry, lint free shop towels only. The O-rings
on the sensor and solenoid valve are the only service-
able components. Be sure the vent ports in the sole-
noid valve are open and not blocked by dirt or debris.
Replace the valve and/or sensor only when DRB scan
tool diagnosis indicates this is necessary. Or, if eitherpart has sustained physical damage (dented,
deformed, broken, etc.).
CAUTION: Do not turn the small screw at the end of
the solenoid valve for any reason. Turning the
screw in either direction will ruin solenoid calibra-
tion and result in solenoid failure. In addition, the
filter on the solenoid valve is NOT serviceable. Do
not try to remove the filter as this will damage the
valve housing.
INSPECTION
Inspect the throttle and manual valve levers and
shafts. Do not attempt to straighten a bent shaft or
correct a loose lever. Replace these components if
worn, bent, loose or damaged in any way.
Inspect all of the valve body mating surfaces for
scratches, nicks, burrs, or distortion. Use a straight-
edge to check surface flatness. Minor scratches may
be removed with crocus cloth using only very light
pressure.
Minor distortion of a valve body mating surface
may be corrected by smoothing the surface with a
sheet of crocus cloth. Position the crocus cloth on a
surface plate, sheet of plate glass or equally flat sur-
face. If distortion is severe or any surfaces are
heavily scored, the valve body will have to be
replaced.
CAUTION: Many of the valves and plugs, such as
the throttle valve, shuttle valve plug, 1-2 shift valve
and 1-2 governor plug, are made of coated alumi-
num. Aluminum components are identified by the
dark color of the special coating applied to the sur-
face (or by testing with a magnet). Do not sand alu-
minum valves or plugs under any circumstances.
This practice could damage the special coating
causing the valves/plugs to stick and bind.
Inspect the valves and plugs for scratches, burrs,
nicks, or scores. Minor surface scratches on steel
valves and plugs can be removed with crocus cloth
butdo not round off the edges of the valve or
plug lands.Maintaining sharpness of these edges is
vitally important. The edges prevent foreign matter
from lodging between the valves and plugs and the
bore.
Inspect all the valve and plug bores in the valve
body. Use a penlight to view the bore interiors.
Replace the valve body if any bores are distorted or
scored. Inspect all of the valve body springs. The
springs must be free of distortion, warpage or broken
coils.
Fig. 306 3-4 Accumulator and Housing
1 - ACCUMULATOR PISTON
2 - 3-4 ACCUMULATOR HOUSING
3 - TEFLON SEALS
4 - PISTON SPRING
5 - COVER PLATE AND SCREWS
21 - 476 AUTOMATIC TRANSMISSION - 48REDR
VALVE BODY (Continued)

Check the two separator plates for distortion or
damage of any kind. Inspect the upper housing,
lower housing, 3-4 accumulator housing, and transfer
plate carefully. Be sure all fluid passages are clean
and clear. Check condition of the upper housing and
transfer plate check balls as well. The check balls
and ball seats must not be worn or damaged.
Trial fit each valve and plug in its bore to check
freedom of operation. When clean and dry, the valves
and plugs should drop freely into the bores.
Valve body bores do not change dimensionally with
use. If the valve body functioned correctly when new,
it will continue to operate properly after cleaning and
inspection. It should not be necessary to replace a
valve body assembly unless it is damaged in han-
dling.
The only serviceable valve body components are
listed below. The remaining valve body components
are serviced only as part of a complete valve body
assembly. Serviceable parts are:
²dual solenoid and harness assembly
²solenoid gasket
²solenoid case connector O-rings and shoulder
bolt
²switch valve and spring
²pressure adjusting screw and bracket assembly
²throttle lever
²manual lever and shaft seal
²throttle lever shaft seal, washer, and E-clip
²fluid filter and screws
²detent ball and spring
²valve body screws
²governor pressure solenoid
²governor pressure sensor and retaining clip
²park lock rod and E-clipASSEMBLY
CAUTION: Do not force valves or plugs into place
during reassembly. If the valve body bores, valves
and plugs are free of distortion or burrs, the valve
body components should all slide into place easily.
In addition, do not overtighten the transfer plate
and valve body screws during reassembly. Over-
tightening can distort the housings resulting in
valve sticking, cross leakage and unsatisfactory
operation. Tighten valve body screws to recom-
mended torque only.
LOWER HOUSING
(1) Lubricate valves, springs, and the housing
valve and plug bores with clean transmission fluid
(Fig. 307).
(2) Install 3-4 timing valve spring and valve in
lower housing.
(3) Install 3-4 quick fill valve in lower housing.
(4) Install 3-4 quick fill valve spring and plug in
housing.
(5) Install timing valve end plate. Tighten end
plate screws to 4 N´m (35 in. lbs.) torque.
DRAUTOMATIC TRANSMISSION - 48RE 21 - 477
VALVE BODY (Continued)

(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 cush-
ion 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 con-
verter assembly rearward off engine block dowels.
(25) Hold torque converter in place during trans-
mission 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.
DISASSEMBLY
(1) Drain fluid from transmission.
(2) Clean exterior of transmission with suitable
solvent or pressure washer.
(3) Remove the torque converter from the trans-
mission.(4) Remove the manual shift lever from the trans-
mission.
(5) Remove the input, output, and line pressure
sensors from the transmission case (Fig. 15).
Fig. 13 Gearshift Cable at Transmission - RFE
1 - GEARSHIFT CABLE
2 - RFE TRANSMISSION
3 - MANUAL LEVER
Fig. 14 Remove Transmission
1 - ENGINE
2 - TRANSMISSION
Fig. 15 Remove Input, Output, and Line Pressure
Sensors
1 - OUTPUT SPEED SENSOR
2 - LINE PRESSURE SENSOR
3 - INPUT SPEED SENSOR
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 497
AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)

²internal failure that generates debris
²overheat that generates sludge (fluid break-
down)
²failure 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 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 be replaced whenever
a failure generates sludge and debris. This is neces-
sary because normal converter flushing procedures
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 vehicleon 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-
imately at the upper COLD hole of the dipstick at
70É F fluid temperature.
NOTE: Engine and Transmission should be at nor-
mal operating temperature before performing this
procedure.
(1) Start engine and apply parking brake.
(2) Shift the transmission into DRIVE for approxi-
mately 2 seconds.
(3) Shift the transmission into REVERSE for
approximately 2 seconds.
(4) Shift the transmission into PARK.
(5) Hook up DRBtscan tool and select transmis-
sion.
(6) Select sensors.
(7) Read the transmission temperature value.
(8) Compare the fluid temperature value with the
chart. (Fig. 66)
(9) Adjust transmission fluid level shown on the
dipstick according to the chart.
NOTE: After adding any fluid to the transmission,
wait a minimum of 2 minutes for the oil to fully
drain from the fill tube into the transmission before
rechecking the fluid level.
(10) Check transmission for leaks.
STANDARD PROCEDURE - FLUID AND FILTER
REPLACEMENT
For proper service intervals (Refer to LUBRICA-
TION & MAINTENANCE/MAINTENANCE SCHED-
ULES - DESCRIPTION).
REMOVAL
(1) Hoist and support vehicle on safety stands.
(2) Place a large diameter shallow drain pan
beneath the transmission pan.
(3) Remove bolts holding front and sides of pan to
transmission.
(4) Loosen bolts holding rear of pan to transmis-
sion.
(5) Slowly separate front of pan away from trans-
mission allowing the fluid to drain into drain pan.
(6) Hold up pan and remove remaining bolts hold-
ing pan to transmission.
(7) While holding pan level, lower pan away from
transmission.
(8) Pour remaining fluid in pan into drain pan.
(9) Remove screw holding filter to valve body (Fig.
67).
21 - 542 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR
FLUID AND FILTER (Continued)

DISASSEMBLY
(1) Remove the snap-ring holding the input annu-
lus into the input carrier (Fig. 116).
(2) Remove the input annulus from the input car-
rier (Fig. 116).
(3) Remove the number 9 bearing from the reverse
planetary carrier. Note that this planetary carrier
has four pinion gears.
(4) Remove the reverse planetary gear carrier (Fig.
116).
(5) Remove the number 10 bearing from the input
sun gear (Fig. 116).
(6) Remove the input sun gear from the input car-
rier (Fig. 116).
(7) Remove the number 11 bearing from the input
carrier (Fig. 116).
CLEANING
Clean the planetary components in solvent and dry
them with compressed air.
INSPECTION
Check sun gear and driving shell condition.
Replace the gear if damaged or if the bushings arescored or worn. The bushings are not serviceable.
Replace the driving shell if worn, cracked or dam-
aged.
Replace planetary gear sets if gears, pinion pins, or
carrier are damaged in any way. Replace the annulus
gears and supports if either component is worn or
damaged.
Replace the output shaft if the machined surfaces
are scored, pitted, or damaged in any way. Also
replace the shaft if the splines are damaged, or
exhibits cracks at any location.
ASSEMBLY
(1) Clean and inspect all components. Replace any
components which show evidence of excessive wear
or scoring.
(2) Install the number 11 bearing into the input
planetary carrier so that the inner race will be
toward the front of the transmission (Fig. 116).
(3) Install the input sun gear into the input carrier
(Fig. 116).
(4) Install the number 10 bearing onto the rear of
the reverse planetary carrier with the inner race
toward the carrier (Fig. 116).
Fig. 116 Reverse/Input Planetary Carrier Assembly
1 - SNAP-RING 5 - INPUT PLANETARY CARRIER
2 - BEARING NUMBER 10 6 - INPUT SUN GEAR
3 - BEARING NUMBER 11 7 - REVERSE PLANETARY CARRIER
4 - INPUT ANNULUS
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 573
PLANETARY GEARTRAIN (Continued)

The strength of the magnetic field is the primary
force that determines the speed of operation in a par-
ticular solenoid design. A stronger magnetic field will
cause the plunger to move at a greater speed than a
weaker one. There are basically two ways to increase
the force of the magnetic field:
1. Increase the amount of current applied to the
coil or
2. Increase the number of turns of wire in the coil.
The most common practice is to increase the num-
ber of turns by using thin wire that can completely
fill the available space within the solenoid housing.
The strength of the spring and the length of the
plunger also contribute to the response speed possi-
ble by a particular solenoid design.
A solenoid can also be described by the method by
which it is controlled. Some of the possibilities
include variable force, pulse-width modulated, con-
stant ON, or duty cycle. The variable force and pulse-
width modulated versions utilize similar methods to
control the current flow through the solenoid to posi-
tion the solenoid plunger at a desired position some-
where between full ON and full OFF. The constant
ON and duty cycled versions control the voltage
across the solenoid to allow either full flow or no flow
through the solenoid's valve.
OPERATION
When an electrical current is applied to the sole-
noid coil, a magnetic field is created which produces
an attraction to the plunger, causing the plunger to
move and work against the spring pressure and the
load applied by the fluid the valve is controlling. The
plunger is normally directly attached to the valve
which it is to operate. When the current is removed
from the coil, the attraction is removed and the
plunger will return to its original position due to
spring pressure.
The plunger is made of a conductive material and
accomplishes this movement by providing a path for
the magnetic field to flow. By keeping the air gap
between the plunger and the coil to the minimum
necessary to allow free movement of the plunger, the
magnetic field is maximized.
TORQUE CONVERTER
DESCRIPTION
The torque converter (Fig. 117) is a hydraulic
device that couples the engine crankshaft to the
transmission. The torque converter consists of an
outer shell with an internal turbine, a stator, an
overrunning clutch, an impeller and an electronically
applied converter clutch. The converter clutch pro-
vides reduced engine speed and greater fuel economy
when engaged. Clutch engagement also provides
reduced transmission fluid temperatures. The torque
converter hub drives the transmission oil (fluid)
pump and contains an o-ring seal to better control oil
flow.
The torque converter is a sealed, welded unit that
is not repairable and is serviced as an assembly.
CAUTION: The torque converter must be replaced if
a transmission failure resulted in large amounts of
metal or fiber contamination in the fluid.
Fig. 117 Torque Converter Assembly
1 - TURBINE ASSEMBLY
2-STATOR
3 - CONVERTER HUB
4 - O-RING
5 - IMPELLER ASSEMBLY
6 - CONVERTER CLUTCH PISTON
7 - TURBINE HUB
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 575
SOLENOIDS (Continued)