fluid spec JEEP GRAND CHEROKEE 2002 WJ / 2.G Owners Manual

NOTE: The 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 and the garage shift
pressures. The upshift/downshift pressure for all
shifts except the 4-5 shift is 120 psi. The upshift
pressure for the 4-5 shift is 130 psi. The garage shift
pressure when performing a N-R shift is 220 psi. The
garage shift pressure for the R-N and N-1 shifts is
120 psi.
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
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.
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
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 con-
verter. Pump cover seal tend to run down the cover
and the inside surface of the bellhousing.
Some leaks, or suspected leaks, may be particu-
larly difficult to locate. If necessary, a Mopart
approved dye may be used to locate a leak.
Fig. 5 Valve Body Pressure Tap Adapter 8258-A
1 - 545RFE 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
21 - 182 AUTOMATIC TRANSMISSION - 545RFEWJ
AUTOMATIC TRANSMISSION - 545RFE (Continued)

(26) 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. 14).(6) Inspect the ends of the sensors for debris,
which may indicate the nature of the transmission
failure.
(7) Install Support Stand 8257 onto the transmis-
sion case (Fig. 15).
(8) Using Adapter 8266-1 from End-Play Tool Set
8266 and Dial Indicator C-3339, measure and record
the input shaft end-play (Fig. 16).
Fig. 13 Remove NV242 Transfer Case
1 - NV242 TRANSFER CASE
Fig. 14 Remove Input, Output, and Line Pressure
Sensors
1 - OUTPUT SPEED SENSOR
2 - LINE PRESSURE SENSOR
3 - INPUT SPEED SENSOR
Fig. 15 Install Support Stand - Tool 8257
1 - TOOL 8257
Fig. 16 Measure Input Shaft End Play
1 - TOOL 8266
2 - TOOL C-3339
WJAUTOMATIC TRANSMISSION - 545RFE 21 - 185
AUTOMATIC TRANSMISSION - 545RFE (Continued)

(48) Remove the manual selector shaft seal.
(49) Remove the dipstick tube seal.
CLEANING
The use of crocus cloth is permissible where neces-
sary, 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 pre-
vent 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 MopartATF +4,
Type 9602, transmission fluid during overhaul and
assembly. Use petroleum jelly, MopartDoor 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.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 assem-
bly. A sufficient quantity of lint can block fluid pas-
sages 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
(1) Clean and inspect all components. Replace any
components which show evidence of excessive wear
or scoring.
(2) Install the cooler filter bypass valve.
(3) 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.).
(4) Install a new selector shaft seal using Seal
Installer 8253 (Fig. 31).
Fig. 30 Manual Shaft/Park Lock Components
1 - GUIDE
2 - SNAP-RING
3 - SHAFT
4 - SPRING
5 - PARK PAWL
6 - MANUAL SHAFT/LEVER
7 - PARK ROD
Fig. 31 Install Selector Shaft
1 - SEAL
2 - TOOL 8253
21 - 190 AUTOMATIC TRANSMISSION - 545RFEWJ
AUTOMATIC TRANSMISSION - 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 MoparTATF +4, type 9602
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 4.5 - 40
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 - 220 AUTOMATIC TRANSMISSION - 545RFEWJ
AUTOMATIC TRANSMISSION - 545RFE (Continued)

(8) Engine starts must be possible with shifter
lever in PARK or NEUTRAL gate positions only.
Engine starts must not be possible in any other gate
positions other than PARK or NEUTRAL.
(9) With shifter lever handle push-button not
depressed and lever detent in:
²PARK position- apply forward force on center of
handle and remove pressure. Engine start must be
possible.
²PARK position- apply rearward force on center
of handle and remove pressure. Engine start must be
possible.
²NEUTRAL position- engine start must be possi-
ble.
²NEUTRAL position, engine running and brakes
applied- Apply forward force on center of shift han-
dle. Transmission should not be able to shift into
REVERSE detent.
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 reverse flush cooler and lines after
repair
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 transmission cooler and lines should be
reverse flushed whenever a malfunction generates
sludge and/or debris. The torque converter should
also be replaced at the same time.
Failure to flush the cooler and lines will result in
recontamination. Flushing applies to auxiliary cool-
ers as well. The torque converter should also be
replaced whenever a failure generates sludge and
debris. This is necessary because normal converter
flushing procedures will not remove all contami-
nants.
21 - 228 AUTOMATIC TRANSMISSION - 545RFEWJ
BRAKE TRANSMISSION SHIFT INTERLOCK MECHANISM (Continued)

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 transmission.
(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. 60).
(10) Separate filter from valve body and oil pump
and pour fluid in filter into drain pan.
(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 problemunless 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
(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.
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.
(2) Place replacement filter in position on valve
body and into the oil pump.
(3) Install screw to hold filter to valve body (Fig.
60). 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, type 9602 fluid.
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,
torque converter was replaced or drained, and
cooler was flushed, add24 pints (12 quarts)of
ATF +4 to transmission.
(3) Check the transmission fluid (Refer to 21 -
TRANSMISSION/TRANSAXLE/AUTOMATIC -
45RFE/FLUID - STANDARD PROCEDURE) and
adjust as required.
Fig. 60 Transmission Filters - 4X4 Shown
1 - PRIMARY OIL FILTER
2 - COOLER RETURN FILTER
3 - COOLER RETURN FILTER BYPASS VALVE
4 - VALVE BODY
21 - 230 AUTOMATIC TRANSMISSION - 545RFEWJ
FLUID AND FILTER (Continued)

(23) Install the reverse clutch pack into the input
clutch retainer (Fig. 77).
(24) Install the reverse reaction plate into the
input clutch retainer.
(25) Install the reverse reaction plate selective
snap-ring into the input clutch retainer.
(26) Mount a dial indicator to the assembly, push
down on the clutch discs, pull up on the reaction
plate to ensure the plate is properly seated and zero
the indicator against the reverse clutch discs (Fig.
81). Apply 20 psi of air pressure to the reverse clutch
and record the dial indicator reading. Measure and
record Reverse clutch pack measurement in four (4)
places, 90É apart. Take average of four measurements
and compare with Reverse clutch pack clearance
specification. The correct clutch clearance is 0.58-1.47
mm (0.023-0.058 in.). Adjust as necessary. Install the
chosen snap-ring and re-measure to verify selection.
(27) Remove the reverse clutch pack from the
input clutch retainer.
(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. 82).
(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.).
Fig. 81 Measuring Reverse Clutch Clearance
1 - TOOL C-3339
2 - REVERSE CLUTCH PACK
21 - 244 AUTOMATIC TRANSMISSION - 545RFEWJ
INPUT CLUTCH ASSEMBLY (Continued)

INSTALLATION
(1) Place the floor shifter lever in PARK position.
(2) Loosen the adjustment screw on the shift cable.
(3) Verify that the park lock cable adjustment tab
is pulled upward to the unlocked position.
(4) Install wiring harness to the shifter assembly
bracket. Engage any wire connectors removed from
the shifter assembly.
(5) Install the transfer case shift cable to the
shifter assembly bracket. Install clip to hold cable to
the bracket.
(6) Snap the transfer case shift cable, if equipped,
onto the transfer case shift lever pin.
(7) Install the park lock cable into the shifter
assembly bracket and into the shifter BTSI lever.(Re-
fer to 21 - TRANSMISSION/TRANSAXLE/AUTO-
MATIC/SHIFT INTERLOCK MECHANISM -
ADJUSTMENTS)
(8) Install the shift cable to the shifter assembly
bracket. Push cable into the bracket until secure.
(9) Install shifter assembly onto the shifter assem-
bly studs on the floor pan.
(10) Install the nuts to hold the shifter assembly
onto the floor pan. Tighten nuts to 28 N´m (250
in.lbs.).
(11) Snap the shift cable onto the shift lever pin.
(12) Verify that the shift lever is in the PARK posi-
tion.
(13) Tighten the adjustment screw to 7 N´m (65
in.lbs.).
(14) Place the key in the accessory position.
(15) Push downward on the park lock cable adjust-
ment tab to lock the adjustment.
(16) Verify correct shifter, park lock, and BTSI
operation.
(17) Install any console parts removed for access to
shift lever assembly and shift cables. (Refer to 23 -
BODY/INTERIOR/FLOOR CONSOLE - INSTALLA-
TION)
SOLENOID SWITCH VALVE
DESCRIPTION
The Solenoid Switch Valve (SSV) is located in the
valve body and controls the direction of the transmis-
sion fluid when the L/R-TCC solenoid is energized.
OPERATION
The Solenoid Switch Valve controls line pressure
from the LR-TCC solenoid. In 1st gear, the SSV will
be in the downshifted position, thus directing fluid to
the L/R clutch circuit. In 2nd, 3rd, 4th,and 5th gears,
the solenoid switch valve will be in the upshifted
position and directs the fluid into the torque con-
verter clutch (TCC) circuit.When shifting into 1st gear, a special hydraulic
sequence is performed to ensure SSV movement into
the downshifted position. The L/R pressure switch is
monitored to confirm SSV movement. If the move-
ment is not confirmed (the L/R pressure switch does
not close), 2nd gear is substituted for 1st. A DTC will
be set after three unsuccessful attempts are made to
get into 1st gear in one given key start.
SOLENOIDS
DESCRIPTION
The typical electrical solenoid used in automotive
applications is a linear actuator. It is a device that
produces motion in a straight line. This straight line
motion can be either forward or backward in direc-
tion, and short or long distance.
A solenoid is an electromechanical device that uses
a magnetic force to perform work. It consists of a coil
of wire, wrapped around a magnetic core made from
steel or iron, and a spring loaded, movable plunger,
which performs the work, or straight line motion.
The solenoids used in transmission applications
are attached to valves which can be classified asnor-
mally openornormally closed. Thenormally
opensolenoid valve is defined as a valve which
allows hydraulic flow when no current or voltage is
applied to the solenoid. Thenormally closedsole-
noid valve is defined as a valve which does not allow
hydraulic flow when no current or voltage is applied
to the solenoid. These valves perform hydraulic con-
trol functions for the transmission and must there-
fore be durable and tolerant of dirt particles. For
these reasons, the valves have hardened steel pop-
pets and ball valves. The solenoids operate the valves
directly, which means that the solenoids must have
very high outputs to close the valves against the siz-
able flow areas and line pressures found in current
transmissions. Fast response time is also necessary
to ensure accurate control of the transmission.
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.
WJAUTOMATIC TRANSMISSION - 545RFE 21 - 263
SHIFT MECHANISM (Continued)

be in the downshifted position, thus directing fluid to
the L/R clutch circuit. In 2nd, 3rd, 4th, and fifth
gears, the solenoid switch valve will be in the
upshifted position and directs the fluid into the
torque converter clutch (TCC) circuit.
When shifting into 1st gear, a special hydraulic
sequence is performed to ensure SSV movement into
the downshifted position. The L/R pressure switch is
monitored to confirm SSV movement. If the move-
ment is not confirmed (the L/R pressure switch does
not close), 2nd gear is substituted for 1st. A DTC will
be set after three unsuccessful attempts are made to
get into 1st gear in one given key start.
MANUAL VALVE
The manual valve is a relay valve. The purpose of
the manual valve is to direct fluid to the correct cir-
cuit needed for a specific gear or driving range. The
manual valve, as the name implies, is manually oper-
ated by the driver with a lever located on the top of
the valve body. The valve is connected mechanically
by a cable to the gearshift mechanism. The valve is
held in each of its positions by a roller detent spring
(Fig. 123) that engages the ªroostercombº of the TRS
selector plate.
LOW/REVERSE SWITCH VALVE
The low/reverse switch valve allows the low/reverse
clutch to be operated by either the LR/CC solenoid or
the MS solenoid.
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. (Refer
to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC
- 45RFE/VALVE BODY - DISASSEMBLY)
(1) Shift transmission into PARK.
(2) Raise vehicle.
(3) Disconnect wires at the solenoid and pressure
switch assembly connector.
(4) Position drain pan under transmission oil pan.
(5) Remove transmission oil pan.
(6) Remove the primary oil filter from valve body.
(Fig. 124)
Fig. 123 TRS Selector Plate and Detent Spring
1 - TRS SELECTOR PLATE
2 - DETENT SPRING
3 - CLUTCH PASSAGE SEALS
Fig. 124 Remove Primary Oil Filter
1 - PRIMARY OIL FILTER
2 - COOLER RETURN FILTER
3 - COOLER RETURN FILTER BYPASS VALVE
4 - VALVE BODY
21 - 274 AUTOMATIC TRANSMISSION - 545RFEWJ
VALVE BODY (Continued)

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. (Fig. 131)
Do not immerse any of the electrical components in
cleaning solution. Clean the electrical components 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.
INSPECTION
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.
Inspect the valves and plugs (Fig. 132) 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.
Fig. 130 Valve Body Components
1 - SOLENOID SWITCH VALVE
2 - MANUAL VALVE
3 - LOW REVERSE SWITCH VALVE
4 - LOW REVERSE ACCUMULATOR
5 - 2ND CLUTCH ACCUMULATOR
6 - UNDERDRIVE ACCUMULATOR
7 - OVERDRIVE ACCUMULATOR
8 - 4TH CLUTCH ACCUMULATOR
9 - CHECK BALLS (7)
Fig. 131 Valve Body Components
1 - SOLENOID SWITCH VALVE
2 - MANUAL VALVE
3 - LOW REVERSE SWITCH VALVE
4 - LOW REVERSE ACCUMULATOR
5 - 2ND CLUTCH ACCUMULATOR
6 - UNDERDRIVE ACCUMULATOR
7 - OVERDRIVE ACCUMULATOR
8 - 4TH CLUTCH ACCUMULATOR
9 - CHECK BALLS (7)
WJAUTOMATIC TRANSMISSION - 545RFE 21 - 277
VALVE BODY (Continued)