spec JEEP GRAND CHEROKEE 2003 WJ / 2.G Workshop Manual

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)

(15) Install the UD/OD reaction plate into the
input clutch retainer. The reaction plate is to be
installed with the big step down.
(16) Install the UD/OD reaction plate upper
tapered snap-ring with tapered side up.
(17) Install the input clutch assembly into Input
Clutch Pressure Fixture 8260 (Fig. 78). Mount a dial
indicator to the assembly, push down on the clutch
discs and zero the indicator against the underdrive
clutch discs (Fig. 79). Apply 20 psi of air pressure to
the underdrive clutch and record the dial indicator
reading. Measure and record UD clutch pack mea-
surement in four (4) places, 90É apart. Take average
of four measurements and compare with UD clutch
pack clearance specification. The correct clutch clear-
ance is 0.84-1.54 mm (0.033-0.061 in.). The reaction
plate is not selective. If the clutch clearance is not
within specification, replace the reaction plate along
with all the friction and steel discs.
(18) Install the overdrive clutch pack into the
input clutch retainer (Fig. 77). The overdrive steel
separator plates can be identified by the lack of the
half-moon cuts in the locating tabs.
(19) Install the overdrive clutch wavy snap-ring
with the two tabbed ears into the input clutch
retainer.
(20) Install the OD/reverse reaction plate into the
input clutch retainer. The reaction plate is non-direc-
tional (Fig. 77).
(21) Install the OD/reverse reaction plate flat
snap-ring into the input clutch retainer.(22) Mount a dial indicator to the assembly and
zero the indicator against the OD/reverse reaction
plate (Fig. 80). Apply 20 psi of air pressure to the
overdrive clutch and record the dial indicator read-
ing. Measure and record OD clutch pack measure-
ment in four (4) places, 90É apart. Take average of
four measurements and compare with OD clutch
pack clearance specification.Verify that the clutch
clearance is 1.103-1.856 mm (0.043-0.073 in.). The
reaction plate is not selective. If the clutch clearance
is not within specification, replace the reaction plate
along with all the friction and steel discs.
Fig. 78 Input Clutch Assembly Mounted on Tool
8260
1 - INPUT CLUTCH ASSEMBLY
2 - TOOL 8260
Fig. 79 Measuring UD Clutch Clearance
1 - TOOL C-3339
2 - UNDERDRIVE CLUTCH PACK
Fig. 80 Measuring OD Clutch Clearance
1 - TOOL C-3339
2 - OD/REV REACTION PLATE
WJAUTOMATIC TRANSMISSION - 545RFE 21 - 243
INPUT CLUTCH ASSEMBLY (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)

holding the Belleville spring into the low/reverse
clutch retainer.
(10) Remove the low/reverse clutch Belleville
spring and piston from the low/reverse clutch
retainer. Use 20 psi of air pressure to remove the pis-
ton if necessary.
CLEANING
Clean the overrunning clutch assembly, clutch cam,
and low-reverse clutch retainer. Dry them with com-
pressed air after cleaning.
INSPECTION
Inspect condition of each clutch part after cleaning.
Replace the overrunning clutch roller and spring
assembly if any rollers or springs are worn or dam-
aged, or if the roller cage is distorted, or damaged.
Replace the cam if worn, cracked or damaged.
Replace the low-reverse clutch retainer if the
clutch race, roller surface or inside diameter is
scored, worn or damaged.
ASSEMBLY
(1) Check the bleed orifice to ensure that it is not
plugged or restricted.
(2) Install a new seal on the low/reverse piston.
Lubricate the seal with MopartATF +4, type 9602,
prior to installation.
(3) Install the low/reverse piston into the low/re-
verse clutch retainer.
(4) Position the low/reverse piston Belleville spring
on the low/reverse piston.
(5) Using Spring Compressor 8285 and a suitable
shop press (Fig. 86), compress the low/reverse piston
Belleville spring and install the split retaining ring
to hold the Belleville spring into the low/reverse
clutch retainer.
(6) Install the lower overrunning clutch snap-ring
(Fig. 85).
(7) Assemble the inner and outer races of the over-
running clutch (Fig. 85).
(8) Position the overrunning clutch spacer on the
overrunning clutch.
(9) Install the upper overrunning clutch snap-ring
(Fig. 85).
(10) Assemble and install the low/reverse clutch
pack into the low/reverse clutch retainer (Fig. 84).
(11) Install the low/reverse reaction plate into the
low/reverse clutch retainer (Fig. 84). The reaction
plate is directional and must be installed with the
flat side down.
(12) Install the low/reverse clutch pack snap-ring
(Fig. 84). The snap-ring is selectable and should be
chosen to give the correct clutch pack clearance.
(13) Measure the low/reverse clutch pack clearance
and adjust as necessary. The correct clutch clearance
is 1.00-1.74 mm (0.039-0.075 in.).
(14) Install the overrunning clutch into the low/re-
verse clutch retainer making sure that the index
splines are aligned with the retainer.
(15) Install the overrunning clutch inner snap-
ring.
Fig. 85 Overrunning Clutch
1 - SNAP-RING
2 - OUTER RACE
3 - OVERRUNNING CLUTCH
4 - SPACER
Fig. 86 Compress Low/Reverse Belleville Spring
Using Tool 8285
1 - PRESS
2 - TOOL 8285
3 - BELLEVILLE SPRING
WJAUTOMATIC TRANSMISSION - 545RFE 21 - 247
LOW/REVERSE CLUTCH (Continued)

(9) Remove the oil pump valve retainers and asso-
ciated valve and spring one at a time (Fig. 93) (Fig.
94). Mark the combination of components as a group
and tag them as to the location from which they were
removed.
CLEANING
Clean pump and support components with solvent
and dry them with compressed air.
INSPECTION
Check condition of the seal rings and thrust
washer on the reaction shaft support. The seal rings
do not need to be replaced unless cracked, broken, or
severely worn.
Inspect the pump and support components. Replace
the pump or support if the seal ring grooves or
machined surfaces are worn, scored, pitted, or dam-
aged. Replace the pump gears if pitted, worn
chipped, or damaged.Inspect the pump reaction shaft support bushings.
Replace either bushing only if heavily worn, scored or
damaged. It is not necessary to replace the bushings
unless they are actually damaged.
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 oil
pump cover. Use a penlight to view the bore interi-
ors. Replace the oil pump if any bores are distorted
or scored. Inspect all of the valve springs. The
springs must be free of distortion, warpage or broken
coils.
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.
Fig. 93 Oil Pump Valve Body
1 - T/C REGULATOR VALVE
2 - T/C LIMIT VALVE
3 - REGULATOR VALVE
4 - OIL PUMP VALVE BODY
Fig. 94 T/C Switch Valve
1 - RETAINER
2 - T/C SWITCH VALVE
3 - OIL PUMP VALVE BODY
21 - 252 AUTOMATIC TRANSMISSION - 545RFEWJ
OIL PUMP (Continued)

ASSEMBLY
(1) Clean and inspect all components. Make sure
that all passages are thoroughly cleaned and are free
from dirt or debris. Make sure that all valves move
freely in their proper bore. Make sure that all gear
pockets and bushings are free from excessive wear
and scoring. Replace the oil pump if any excessive
wear or scoring is found.
(2) Coat the gears with MopartATF +4, type 9602,
and install into their original locations.
(3) Lubricate the oil pump valves with Mopart
ATF +4, type 9602, and install the valve, spring and
retainer into the appropriate oil pump valve body
bore (Fig. 93) (Fig. 94).
(4) Place the separator plate onto the oil pump
body (Fig. 92).
(5) Install the screws to hold the separator plate
onto the oil pump body (Fig. 92). Tighten the screws
to 4.5 N´m (40 in.lbs.).
(6) Position the oil pump cover onto the locating
dowels (Fig. 91).
(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. 91).
(11) Install and torque the bolts to hold the reac-
tion shaft support to the oil pump (Fig. 91). 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. 95).
Fig. 95 Install Oil Pump Front Seal
1 - TOOL C-3860-A
WJAUTOMATIC TRANSMISSION - 545RFE 21 - 253
OIL PUMP (Continued)

OPERATION
REACTION PLANETARY GEARTRAIN
The reaction planetary carrier and reverse sun
gear of the reaction planetary geartrain are a single
component which is held by the 2C clutch when
required. The reaction annulus gear is a stand alone
component that can be driven by the reverse clutch
or held by the 4C clutch. The reaction sun gear is
driven by the overdrive clutch.
REVERSE PLANETARY GEARTRAIN
The reverse planetary geartrain is the middle of
the three planetary sets. The reverse planetary car-
rier can be driven by the overdrive clutch as
required. The reverse planetary carrier is also
splined to the input annulus gear, which can be held
by the low/reverse clutch. The reverse planetary
annulus, input planetary carrier, and output shaft
are all one piece.
INPUT PLANETARY GEARTRAIN
The input sun gear of the input planetary
geartrain is driven by the underdrive clutch.
DISASSEMBLY
(1) Remove the snap-ring holding the input annu-
lus into the input carrier (Fig. 104).
(2) Remove the input annulus from the input car-
rier (Fig. 104).
(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.
104).
(5) Remove the number 10 bearing from the input
sun gear (Fig. 104).
(6) Remove the input sun gear from the input car-
rier (Fig. 104).
(7) Remove the number 11 bearing from the input
carrier (Fig. 104).
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 are
scored or worn. The bushings are not serviceable.
Fig. 104 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
21 - 260 AUTOMATIC TRANSMISSION - 545RFEWJ
PLANETARY GEARTRAIN (Continued)

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. 104).
(3) Install the input sun gear into the input carrier
(Fig. 104).
(4) Install the number 10 bearing onto the rear of
the reverse planetary carrier with the inner race
toward the carrier (Fig. 104).
(5) Install the number 9 bearing onto the front of
the reverse planetary carrier with the outer race
toward the carrier and the inner race facing upward
(Fig. 104).
(6) Install the reverse planetary gear carrier into
the input carrier (Fig. 104).
(7) Install the input annulus gear into the input
carrier (Fig. 104).
(8) Install the snap-ring to hold the input annulus
gear into the input carrier (Fig. 104).
SHIFT MECHANISM
DESCRIPTION
The gear shift mechanism provides six shift posi-
tions which are:
²Park (P)
²Reverse (R)
²Neutral (N)
²Drive (D)
²Manual second (2)
²Manual low (1)
OPERATION
MANUAL LOW (1) range provides FIRST gear
only. Overrun braking is also provided in this range.
MANUAL SECOND (2) range provides FIRST and
SECOND gear only.
DRIVE range provides FIRST, SECOND, THIRD
and OVERDRIVE FOURTH and FIFTH gear ranges.
The shift into OVERDRIVE FOURTH and FIFTH
gear range occurs only after the transmission hascompleted the shift into D THIRD gear range. No
further movement of the shift mechanism is required
to complete the 3-4 or 4-5 shifts.
The FOURTH and FIFTH gear upshifts occurs
automatically when the overdrive selector switch is
in the ON position. An upshift to FOURTH and
FIFTH gears may not occur or may be delayed in
some of the possible shift schedules. (Refer to 8 -
ELECTRICAL/ELECTRONIC CONTROL MOD-
ULES/TRANSMISSION CONTROL MODULE -
OPERATION)
REMOVAL
(1) Remove any necessary console parts for access
to shift lever assembly and shifter cables. (Refer to
23 - BODY/INTERIOR/FLOOR CONSOLE -
REMOVAL)
(2) Shift transmission into PARK.
(3) Disconnect the transmission shift cable at shift
lever and shifter assembly bracket (Fig. 105).
(4) Disconnect the park lock cable from the shifter
BTSI lever and the shifter assembly bracket. (Fig.
106)
(5) Disconnect the transfer case shift cable from
the transfer case shift lever pin (Fig. 107), if
equipped.
(6) Remove the clip holding the transfer case shift
cable to the shifter assembly bracket, if equipped.
(7) Remove the transfer case shift cable from the
shifter assembly bracket, if equipped.
(8) Disengage all wiring connectors from the
shifter assembly.
(9) Remove all nuts holding the shifter assembly to
the floor pan (Fig. 108).
Fig. 105 Transmission Shift Cable
1 - SHIFT LEVER PIN
2 - ADJUSTMENT SCREW
3 - SHIFT CABLE
4 - SHIFTER ASSEMBLY BRACKET
WJAUTOMATIC TRANSMISSION - 545RFE 21 - 261
PLANETARY GEARTRAIN (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)