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GENERAL
Component
Output Shaft End Play
Input Shaft End Play
2C Clutch Pack Clearance 4C Clutch Pack Clearance L/R Clutch Pack Clearance OD Clutch Pack Clearance
Metric 0.22-0.55
mm 0.46-0.89
mm 0.455-1.335
mm 0.770-1.390
mm 1.00-1.74
mm 1.103-1.856
mmInch
0.009-0.021
in. 0.018-0.035
in. 0.018-0.053
in. 0.030-0.055
in. 0.039-0.069
in. 0.043-0.073
in.GEAR RATIOS
1ST 2ND
2ND Prime
3RD 4TH 5TH
REVERSE
TORQUE SPECIFICATIONS
DESCRIPTION
Fitting, cooler line at trans
Bolt, torque convertor Bolt/nut, crossmember
Bolt, driveplate to crankshaft
Bolt, oil pan
Screw, primary fluid filter
Bolt, oil pump
Bolt, oil pump body to cover Screw, plate to oil pump body
Bolt, valve body to case Plug, pressure test port
Bolt, reaction shaft support
Screw, valve body to transfer plate
Screw, solenoid module to transfer plate
Screw, accumulator cover
Screw, detent spring
Bolt, input speed sensor Bolt, output speed sensor Bolt, line pressure sensor Bolt, extension housing
Valve, cooler return filter bypass
Screw, manual valve cam retaining
Bolt, manual lever
N·m 17.5
31
68
75
11.8
4.5
28.2
4.5
4.5
11.8
5.1
11.8
5.6
5.7
4.5
4.5
11.8
11.8
11.8
54
4.5
4.5
28.2Ft. Lbs.
23
50
55
403.00:1
1.67:1
1.50:1
1.0:1
0.75:1
0.67:1
3.00:1In. Lbs.
155
105
40
250
40
40
105
45
105
50
50
40
40
105
105
10540
40
250DR AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued) SPECIAL TOOLS
AUTOMATIC TRANSMISSION - 45RFE/545RFE
21 - 535
RFE TRANSMISSION
Gauge,OilPressure-C-3292
Compressor,Spring-8249
Gauge,OilPressure-C-3293SP
Compressor,Spring-8250
DialIndicator-C-3339
Installer,Seal-C-3860-A
Compressor,Spring-8251
Installer,Piston-8252
21 - 536
AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)AUTOMATIC TRANSMISSION - 45RFE/545RFE
DR
Installer,Seal-8253
Adapter,PressureTap-8258-A
Installer,Seal-8254
Adapter,LinePressure-8259
Installer,Snap-ring-8255
Fixture,InputClutchPressure-8260
Stand,Support-8257
Plate,Alignment-8261
DR AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)
AUTOMATIC TRANSMISSION - 45RFE/545RFE
21 - 537
EndPlaySet-8266
Wrench,Filter-8321
Compressor,Spring-8285
Installer,Piston-8504
Installer,Bearing-8320
21 - 538
AUTOMATIC TRANSMISSION - 45RFE/545RFE
DR
4C RETAINER/BULKHEAD DISASSEMBLY
(7) Remove the 4C piston return spring and piston from the retainer/bulkhead (Fig. 60). Use 20 psi of air pressure to remove the piston if necessary.
(1) Remove the 2C piston belleville spring snap-
ring from the 4C retainer /bulkhead (Fig. 60).
(2) Remove the 2C piston Belleville spring from
the retainer/bulkhead (Fig. 60).
(3) Remove the 2C piston from the retainer/bulk- head. Use 20 psi of air pressure to remove the piston if necessary.
(4) Remove the 4C clutch snap-ring from the
retainer/bulkhead (Fig. 60).
(5) Remove the 4C clutch pack from the retainer/
bulkhead (Fig. 60).
(6) Using Spring Compressor 8250 and a suitable shop press, compress the 4C piston return spring and remove the snap-ring (Fig. 60).
ASSEMBLY
(1) Clean and inspect all components. Replace any components which show evidence of excessive wear or scoring.
(2) Install new seals on the 2C and 4C pistons
(Fig. 60).
to installation.
head (Fig. 60).
4C piston.
(3) Lubricate all seals with Mopart ATF +4 prior
(4) Install the 4C piston into the 4C retainer/bulk-
(5) Position the 4C piston return spring onto the
1 - SEAL 2 - 2C PISTON 3 - PLATE 4 - DISC 5 - 2C BELLEVILLE SPRING 6 - SNAP-RING 7 - SNAP-RING (SELECT)
Fig.604CRetainer/BulkheadComponents
8 - REACTION PLATE 9 - SNAP-RING 10 - RETURN SPRING 11 - SEAL 12 - 4C PISTON 13 - 4C RETAINER/BULKHEAD
DR 4C RETAINER/BULKHEAD (Continued)
AUTOMATIC TRANSMISSION - 45RFE/545RFE
21 - 539
(6) Using Spring Compressor 8250 and a suitable shop press, compress the 4C piston return spring and install the snap-ring (Fig. 61).
Fig.61Compress4CPistonReturnSpringUsing
Tool8250
1 - PRESS 2 - TOOL 8250
(7) Assemble and install the 4C clutch pack into the retainer/bulkhead (Fig. 60) with the steel separa- tor plate against the piston.
(8) Install the 4C reaction plate and snap-ring into the retainer/bulkhead (Fig. 60). The 4C reaction plate is non-directional.
(9) Measure the 4C clutch clearance. The correct clutch clearance is 0.77-1.39 mm (0.030-0.055 in.). The snap-ring is selectable. Install the chosen snap- ring and re-measure to verify the selection.
(10) Install the 2C piston into the retainer/bulk-
head (Fig. 60).
piston.
(11) Position the 2C Belleville spring onto the 2C
(12) Position the 2C Belleville spring snap-ring
onto the 2C Belleville spring (Fig. 60).
(13) Using Spring Compressor 8249 and a suitable shop press (Fig. 62), compress the belleville spring until the snap-ring is engaged with the snap-ring groove in the retainer/bulkhead.
ADAPTER HOUSING SEAL REMOVAL
(1) Remove the transfer case from the transmis-
sion.
(2) Using a screw mounted on a slide hammer,
remove the adapter housing seal.
Fig.62Compress2CBellevilleSpringUsingTool
8249
1 - PRESS 2 - TOOL 8249
INSTALLATION
(1) Clean the adapter seal bore in the adapter housing of any residue or particles remaining from the original seal.
(2) Install new oil seal
in the adapter housing using Seal Installer C-3860-A (Fig. 63). A properly installed seal is flush to the face of the seal bore.
Fig.63AdapterHousingSealInstallation
1 - TOOL C-3860-A
(3) Install the transfer case onto the transmission.
21 - 540
AUTOMATIC TRANSMISSION - 45RFE/545RFE
DR
BRAKE TRANSMISSION SHIFT INTERLOCK SYSTEM DESCRIPTION
The Brake Transmission Shifter Interlock (BTSI) (Fig. 64), is a solenoid operated system. It consists of a solenoid permanently mounted on the gearshift cable.
Fig.64BrakeTransmissionInterlockMechanism 1 - STEERING COLUMN 2 - GEARSHIFT CABLE 3 - GEARSHIFT CABLE LOCK TAB 4 - BTSI SOLENOID LOCK TAB 5 - BTSI CONNECTOR
OPERATION
The system locks the shifter into the PARK posi- tion. The interlock system is engaged whenever the ignition switch is in the LOCK or ACCESSORY posi- tion. An additional electrically activated feature will prevent shifting out of the PARK position unless the brake pedal is depressed approximately one-half an inch. A magnetic holding device in line with the park lock cable is energized when the ignition is in the RUN position. When the key is in the RUN position and the brake pedal is depressed, the shifter is unlocked and will move into any position. The inter- lock system also prevents the ignition switch from being turned to the LOCK or ACCESSORY position, unless the shifter is fully locked into the PARK posi- tion.
DIAGNOSIS AND TESTING - BRAKE TRANSMISSION SHIFT INTERLOCK
(1) Verify that the key can only be removed in the
PARK position
(2) When the shift lever is in PARK And the shift handle pushbutton is in the “OUT” position, the igni- tion key cylinder should rotate freely from OFF to
LOCK. When the shifter is in any other gear or neu- tral position, the ignition key cylinder should not rotate to the LOCK position.
(3) Shifting out of PARK should not be possible when the ignition key cylinder is in the OFF posi- tion.
(4) Shifting out of PARK should not be possible while applying normal pushbutton force and ignition key cylinder is in the RUN or START positions unless the foot brake pedal is depressed approxi- mately 1/2 inch (12mm).
(5) Shifting out of PARK should not be possible when the ignition key cylinder is in the ACCESSORY or LOCK positions.
(6) Shifting between any gears, NEUTRAL or into PARK may be done without depressing foot brake pedal with ignition switch in RUN or START posi- tions.
ADJUSTMENTS - BRAKE TRANSMISSION SHIFT INTERLOCK
Correct cable adjustment is important to proper interlock operation. The gearshift cable must be cor- rectly adjusted in order to shift out of PARK.
ADJUSTMENT PROCEDURE
(1) Remove the steering column trim as necessary for access to the brake transmission shift interlock. (2) Shift the transmission into the PARK position. (3) Pull upward on both the BTSI lock tab and the
gearshift cable lock tab (Fig. 65).
(4) Verify that the shift lever is in the PARK posi-
tion.
(5) Verify positive engagement of the transmission park lock by attempting to rotate the propeller shaft. The shaft will not rotate when the park lock is engaged.
(6) Turn ignition switch to LOCK position. Be sure ignition key cylinder is in the LOCK posi- tion. Cable will not adjust correctly in any other position.
(7) Ensure that the cable is free to self-adjust by
pushing cable rearward and releasing.
(8) Push the gearshift cable lock tab down until it
snaps in place.
(9) Locate the BTSI alignment hole in the bottom of the BTSI mechanism between the BTSI lock tab and the BTSI connector.
(10) Move the BTSI assembly up or down on the gearshift cable until an appropriate size drill bit can be inserted into the alignment hole and through the assembly.
(11) Push the BTSI lock tab down until it snaps
into place and remove the drill bit.
(12) Install any steering column trim previously
removed.
DR BRAKE TRANSMISSION SHIFT INTERLOCK SYSTEM (Continued)
AUTOMATIC TRANSMISSION - 45RFE/545RFE
21 - 541
† NEUTRAL position - Engine running and brakes applied, apply upward force on the shift arm. Trans- mission shall not be able to shift from neutral to reverse.
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 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.
the vehicle is
DIAGNOSIS AND TESTING - FLUID CONTAMINATION
result of:
Transmission fluid contamination is generally a † adding incorrect fluid † failure to clean dipstick and fill tube when † engine coolant entering the fluid
checking level
Fig.65BrakeTransmissionInterlockMechanism 1 - STEERING COLUMN 2 - GEARSHIFT CABLE 3 - GEARSHIFT CABLE LOCK TAB 4 - BTSI SOLENOID LOCK TAB 5 - BTSI CONNECTOR
BTSI FUNCTION CHECK
(1) Verify removal of ignition key allowed in PARK
position only.
(2) When the shift lever is in PARK, the ignition key cylinder should rotate freely from off to lock. When the shifter is in any other position, the ignition key should not rotate from off to lock.
(3) Shifting out of PARK should be possible when
the ignition key cylinder is in the off position.
(4) Shifting out of PARK should not be possible while applying normal force, and ignition key cylin- der is in the run or start positions, unless the foot brake pedal is depressed approximately 1/2 inch (12mm).
(5) Shifting out of PARK should not be possible when the ignition key cylinder is in the accessory or lock position.
(6) Shifting between any gear and NEUTRAL, or PARK, may be done without depressing foot brake with ignition switch in run or start positions.
(7) Engine starts must be possible with shifter lever in PARK or NEUTRAL positions only. Engine starts must not be possible in any position other than PARK or NEUTRAL.
(8) With shifter lever in the: † PARK position - Apply upward force on the shift arm and remove pressure. Engine starts must be possible. † PARK position - Apply downward force on the shift arm and remove pressure. Engine starts must be possible. † NEUTRAL position - Normal position. Engine
starts must be possible.
AUTOMATIC TRANSMISSION - 45RFE/545RFE
DR
21 - 542
FLUID AND FILTER (Continued) † internal failure that generates debris † overheat that generates sludge (fluid break- down)† failure 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 vehicle
on level ground. At normal operating temperature (approximately 82 C. or 180 F.), the fluid level is cor- rect if it is in the HOT region (cross-hatched area) on the oil level indicator. The fluid level will be approx- imately at the upper COLD hole of the dipstick at 70° 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 DRBt scan 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.
sion.
(4) Loosen bolts holding rear of pan to transmis-
(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
(8) Pour remaining fluid in pan into drain pan. (9) Remove screw holding filter to valve body (Fig.
transmission.
67).
DR FLUID AND FILTER (Continued)
AUTOMATIC TRANSMISSION - 45RFE/545RFE
21 - 543
Fig.66TransmissionFluidTemperatureChart
(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) properly.
INSPECTION
Inspect bottom of pan and magnet for excessive amounts of metal. A light coating of clutch material on the bottom of the pan does not indicate a problem unless accompanied by a slipping condition or shift lag. If fluid and pan are contaminated with excessive amounts of debris, refer to the diagnosis section of this group.
CLEANING
(1) Using a suitable solvent, clean pan and magnet. (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.
Fig.67TransmissionFilters-4X4Shown
1 - PRIMARY OIL FILTER 2 - COOLER RETURN FILTER 3 - COOLER RETURN FILTER BYPASS VALVE 4 - VALVE BODY
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.
21 - 544
FLUID AND FILTER (Continued)AUTOMATIC TRANSMISSION - 45RFE/545RFE
DR
(2) Place replacement filter in position on valve
body and into the oil pump.
(3) Install screw to hold filter to valve body (Fig.
67). Tighten screw to 4.5 N·m (40 in. lbs.) torque.
(4) Install new cooler return filter onto the trans- mission, if necessary. Torque the filter to 14.12 N·m (125 in.lbs.).
(5) Place bead of Mopart RTV 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
Mopart ATF +4.
STANDARD PROCEDURE - TRANSMISSION FILL
To avoid overfilling transmission after a fluid change or overhaul, perform the following procedure: in
(1) Remove dipstick and insert clean funnel
transmission fill tube.
+4 to transmission:
(2) Add following initial quantity of Mopart ATF
(a) If only fluid and filter were changed, add 10
pints (5 quarts) of ATF +4 to transmission.
(b) If transmission was completely overhauled and the torque converter was replaced or drained, add 24 pints (12 quarts) of ATF +4 to transmis- sion. (3) Check the transmission fluid (Refer to 21 - TRANSMISSION/AUTOMATIC - RFE/FLUID - STANDARD PROCEDURE) and adjust as required.
GEARSHIFT CABLE DIAGNOSIS AND TESTING - GEARSHIFT CABLE
(1) Engine starts must be possible with shift lever in PARK or NEUTRAL positions only. Engine starts must not be possible in any other gear position.
(2) With the shift lever in the:
(a) PARK position - Apply upward force on the shift arm and remove pressure. Engine starts must be possible.
(b) PARK position - Apply downward force on the shift arm and remove pressure. Engine starts must be possible.
(c) NEUTRAL position - Normal position. Engine
starts must be possible.
(d) NEUTRAL position - Engine running and brakes applied, apply upward force on the shift arm. Transmission shall not be able to shift from neutral to reverse.
REMOVAL
(1) Shift transmission into PARK. (2) Raise vehicle. (3) Disengage cable eyelet at transmission shift lever and pull cable adjuster out of mounting bracket (Fig. 68) or (Fig. 69).
Fig.68GearshiftCableatTransmission-RFE
1 - GEARSHIFT CABLE 2 - RFE TRANSMISSION 3 - MANUAL LEVER
Fig.69GearshiftCableatTransmission-RE
1 - GEARSHIFT CABLE 2 - RE TRANSMISSION 3 - MANUAL LEVER
DR GEARSHIFT CABLE (Continued)
AUTOMATIC TRANSMISSION - 45RFE/545RFE
21 - 545
(4) Lower the vehicle. (5) Remove the dash panel insulation pad as nec- essary to access the gearshift cable grommet (Fig. 70).
(6) Remove grommet from the dash panel. (7) Remove any steering column trim necessary to
access the gearshift cable and BTSI mechanism.
(8) Disconnect the BTSI wiring connector. (9) Disconnect cable at lower column bracket and shift lever pin and pull the cable through the dash panel opening into the vehicle (Fig. 71).
INSTALLATION
(1) Route the transmission end of the gearshift cable through the opening in the dash panel (Fig. 72).
(2) Seat the cable grommet into the dash panel
opening.
(3) Snap the cable into the steering column bracket so the retaining ears (Fig. 73) are engaged and snap the cable eyelet onto the shift lever ball stud.
Fig.70GearshiftCableattheDashPanel
1 - GEARSHIFT CABLE 2 - GROMMET
Fig.72GearshiftCableattheDashPanel
1 - GEARSHIFT CABLE 2 - GROMMET
Fig.71GearshiftCableatSteeringColumn
1 - STEERING COLUMN 2 - GEARSHIFT CABLE 3 - GEARSHIFT CABLE LOCK TAB 4 - BTSI SOLENOID LOCK TAB 5 - BTSI CONNECTOR
(10) Remove gearshift cable from vehicle.
Fig.73GearshiftCableatSteeringColumn
1 - STEERING COLUMN 2 - GEARSHIFT CABLE 3 - GEARSHIFT CABLE LOCK TAB 4 - BTSI SOLENOID LOCK TAB 5 - BTSI CONNECTOR
21 - 546
GEARSHIFT CABLE (Continued)AUTOMATIC TRANSMISSION - 45RFE/545RFE
DR
(4) Raise the vehicle. (5) Place the transmission manual shift lever in the “PARK” detent (rearmost) position and rotate prop shaft to ensure transmission is in PARK.
(6) Route the gearshift cable through the transmis- sion mounting bracket and secure the cable by snap- ping the cable retaining ears into the transmission bracket and snapping the cable eyelet on the manual shift lever ball stud. (7) Lower vehicle. (8) Lock the shift cable adjustment by pressing the cable adjuster lock tab downward until it snaps into place.
(9) Check for proper operation of the transmission
range sensor.
nism as necessary.
(10) Adjust the gearshift cable and BTSI mecha-
ADJUSTMENTS
GEARSHIFT CABLE
is CORRECT if
Check adjustment by starting the engine in PARK and NEUTRAL. Adjustment the engine starts only in these positions. Adjustment is INCORRECT if the engine starts in one but not both positions. If the engine starts in any position other than PARK or NEUTRAL, or if the engine will not start at all, the transmission range sensor may be faulty.
Gearshift Adjustment Procedure
(1) Shift transmission into PARK. (2) Release cable adjuster lock tab (underneath the
steering column) (Fig. 74) to unlock cable.
(3) Raise vehicle. (4) Disengage the cable eyelet from the transmis-
sion manual shift lever.
(5) Verify transmission shift
lever is in PARK detent by moving lever fully rearward. Last rearward detent is PARK position.
(6) Verify positive engagement of
transmission park lock by attempting to rotate propeller shaft. Shaft will not rotate when park lock is engaged.
(7) Snap the cable eyelet onto the transmission
manual shift lever. (8) Lower vehicle. (9) Lock shift cable by pressing cable adjuster lock
tab downward until it snaps into place.
(10) Check engine starting. Engine should start
only in PARK and NEUTRAL
Fig.74GearshiftCableatSteeringColumn
1 - STEERING COLUMN 2 - GEARSHIFT CABLE 3 - GEARSHIFT CABLE LOCK TAB 4 - BTSI SOLENOID LOCK TAB 5 - BTSI CONNECTOR
HOLDING CLUTCHES DESCRIPTION
Three hydraulically applied multi-disc clutches are used to hold some planetary geartrain components stationary while the input clutches drive others. The 2C, 4C, and Low/Reverse clutches are considered holding clutches. The 2C and 4C clutches are located in the 4C retainer/bulkhead (Fig. 75), while the Low/ Reverse clutch is located at the rear of the transmis- sion case (Fig. 76).
OPERATION
2C CLUTCH
The 2C clutch is hydraulically applied in second and fifth gear by pressurized fluid against the 2C piston. When the 2C clutch is applied, the reverse sun gear assembly is held or grounded to the trans- mission case by holding the reaction planetary car- rier.
DR HOLDING CLUTCHES (Continued)
AUTOMATIC TRANSMISSION - 45RFE/545RFE
21 - 547
1 - SEAL 2 - 2C PISTON 3 - PLATE 4 - DISC 5 - 2C BELLEVILLE SPRING 6 - SNAP-RING 7 - SNAP-RING (SELECT)
Fig.752Cand4CClutches
8 - REACTION PLATE 9 - SNAP-RING 10 - RETURN SPRING 11 - SEAL 12 - 4C PISTON 13 - 4C RETAINER/BULKHEAD
4C CLUTCH
The 4C clutch is hydraulically applied in second prime and fourth gear by pressurized fluid against the 4C clutch piston. When the 4C clutch is applied, the reaction annulus gear is held or grounded to the transmission case.
LOW/REVERSE CLUTCH
The Low/Reverse clutch is hydraulically applied in park, reverse, neutral, and first gear, only at low speeds, by pressurized fluid against the Low/Reverse clutch piston. When the Low/Reverse clutch is applied, the input annulus assembly is held or grounded to the transmission case.
21 - 548
HOLDING CLUTCHES (Continued)AUTOMATIC TRANSMISSION - 45RFE/545RFE
DR
1 - SNAP-RING (SELECT) 2 - REACTION PLATE 3 - DISC 4 - PLATE 5 - L/R CLUTCH RETAINER 6 - SEAL 7 - PISTON
Fig.76Low/ReverseClutch
8 - SEAL 9 - BELLEVILLE SPRING 10 - RETAINER 11 - SNAP-RING 12 - OVERRUNNING CLUTCH 13 - SNAP-RING
DR
AUTOMATIC TRANSMISSION - 45RFE/545RFE
21 - 549
INPUT CLUTCH ASSEMBLY DESCRIPTION
Three hydraulically applied input clutches are used to drive planetary components. The underdrive, over- drive, and reverse clutches are considered input clutches and are contained within the input clutch assembly (Fig. 77) and (Fig. 78). The input clutch assembly also contains: † Input shaft † Input hub † Clutch retainer † Underdrive piston † Overdrive/reverse piston
† Overdrive hub † Underdrive hub
OPERATION
The three input clutches are responsible for driving
different components of the planetary geartrain.
UNDERDRIVE CLUTCH
The underdrive clutch is hydraulically applied in first, second, second prime, and third (direct) gears by pressurized fluid against the underdrive piston. When the underdrive clutch is applied, the under- drive hub drives the input sun gear.
1 - INPUT CLUTCH HUB 2 - O-RING SEALS 3 - SEAL 4 - SNAP-RING 5 - SNAP-RING 6 - UD BALANCE PISTON 7 - SNAP-RING 8 - UD PISTON 9 - SPRING 10 - DISC
Fig.77InputClutchAssembly-Part1
11 - UD CLUTCH 12 - PLATE 13 - CLUTCH RETAINER 14 - SEAL 15 - OD/REV PISTON 16 - BELLEVILLE SPRING 17 - SNAP-RING 18 - SEAL RINGS 19 - INPUT SHAFT 20 - LUBRICATION CHECK VALVE AND SNAP-RING
21 - 550
INPUT CLUTCH ASSEMBLY (Continued)AUTOMATIC TRANSMISSION - 45RFE/545RFE
DR
Fig.78InputClutchAssembly-Part2
1 - BEARING NUMBER 3
2 - OD HUB/SHAFT 3 - SNAP-RING (WAVE) 4 - REV/OD REACTION PLATE 5 - BEARING NUMBER 4
6 - SNAP-RING (FLAT) 7 - REVERSE HUB/SHAFT 8 - REVERSE CLUTCH 9 - REVERSE REACTION PLATEOVERDRIVE CLUTCH
The overdrive clutch is hydraulically applied in third (direct), fourth, and fifth gears by pressurized fluid against the overdrive/reverse piston. When the overdrive clutch is applied, the overdrive hub drives the reverse carrier/input annulus assembly.
REVERSE CLUTCH
The reverse clutch is hydraulically applied in reverse gear by pressurized fluid against the over- drive/reverse piston. When the reverse clutch is applied, the reaction annulus gear is driven.
10 - SNAP-RING (SELECT) 11 - PLATE 12 - DISC 13 - OD CLUTCH 14 - SNAP-RING (TAPERED) 15 - UD/OD REACTION PLATE 16 - SNAP-RING (FLAT) 17 - UD HUB/SHAFT 18 - BEARING NUMBER 2
DISASSEMBLY
(1) Remove the reverse reaction plate selective
snap-ring from the input clutch retainer (Fig. 79).
(2) Remove the reverse reaction plate from the
input clutch retainer.
(3) Remove the reverse hub and reverse clutch
pack from the input clutch retainer.
(4) Remove the number 4 bearing from the over-
drive hub.
(5) Remove the overdrive hub from the input
clutch retainer (Fig. 79).
DR INPUT CLUTCH ASSEMBLY (Continued)
AUTOMATIC TRANSMISSION - 45RFE/545RFE
21 - 551
(6) Remove the number 3 bearing from the under-
(9) Remove the number 2 bearing from the input
drive hub.
clutch hub.
(7) Remove the OD/reverse reaction plate snap-
(10) Remove the overdrive clutch wave snap-ring
ring from the input clutch retainer.
from the input clutch retainer.
(8) Remove the underdrive hub, overdrive clutch, and overdrive reaction plate from the input clutch retainer (Fig. 79).
(11) Remove the UD/OD reaction plate tapered
snap-ring from the input clutch retainer.
(12) Remove the UD/OD reaction plate from the
NOTE: The overdrive friction discs and steel discs are thicker than the matching components in the underdrive and reverse clutches.
input clutch retainer.
(13) Remove the UD/OD reaction plate flat snap-
ring from the input clutch retainer (Fig. 79).
(14) Remove the underdrive clutch pack from the
input clutch retainer (Fig. 81).
1 - BEARING NUMBER 3
2 - OD HUB/SHAFT 3 - SNAP-RING (WAVE) 4 - REV/OD REACTION PLATE 5 - BEARING NUMBER 4
6 - SNAP-RING (FLAT) 7 - REVERSE HUB/SHAFT 8 - REVERSE CLUTCH 9 - REVERSE REACTION PLATEFig.79InputClutchAssembly-Part2
10 - SNAP-RING (SELECT) 11 - PLATE 12 - DISC 13 - OD CLUTCH 14 - SNAP-RING (TAPERED) 15 - UD/OD REACTION PLATE 16 - SNAP-RING (FLAT) 17 - UD HUB/SHAFT 18 - BEARING NUMBER 2
21 - 552
INPUT CLUTCH ASSEMBLY (Continued)AUTOMATIC TRANSMISSION - 45RFE/545RFE
DR
(15) Using Spring Compressor 8251, compress the UD/OD balance piston and remove the snap-ring from the input clutch hub (Fig. 80).
NOTE: Both the UD/OD balance piston and the underdrive piston have seals molded onto them. If the seal is damaged, do not attempt to install a new seal onto the piston. The piston/seal must be replaced as an assembly.
(18) Remove the input clutch retainer tapered
(19) Separate input clutch retainer from input
snap-ring.
clutch hub.
(20) Separate OD/reverse piston from input clutch
hub retainer (Fig. 81).
(21) Remove all seals and o-rings from the input shaft and input hub. The o-rings on the input hub are color coded. Be sure to make note of which o-ring belongs in which location.
Fig.80CompressingUD/ODBalancePistonUsing
Tool8251
1 - PRESS 2 - TOOL 8251
3 - BALANCE PISTON(16) Remove the UD/OD balance piston and piston return spring from the input clutch retainer (Fig. 81). (17) Remove the underdrive piston from the input
clutch retainer (Fig. 81).
ASSEMBLY
(1) Install all new seals and o-rings onto the input shaft and input hub. The o-rings on the input hub are color coded. Be sure to install the correct o-ring in the correct location.
(2) Check the transmission lubrication check valve located in the input shaft using shop air. The valve should only allow air flow in one direction. If the valve allows no air flow, or air flow in both direc- tions, the valve will need to be replaced.
(3) Lubricate all seals with Mopart ATF +4, Auto-
matic Transmission Fluid, prior to installation.
(4) Assemble the OD/reverse piston onto the input
clutch hub (Fig. 82).
input clutch hub.
(5) Assemble the input clutch retainer onto the
DR INPUT CLUTCH ASSEMBLY (Continued)
AUTOMATIC TRANSMISSION - 45RFE/545RFE
21 - 553
1 - INPUT CLUTCH HUB 2 - O-RING SEALS 3 - SEAL 4 - SNAP-RING 5 - SNAP-RING 6 - UD BALANCE PISTON 7 - SNAP-RING 8 - UD PISTON 9 - SPRING 10 - DISC
Fig.81InputClutchAssembly-Part1
11 - UD CLUTCH 12 - PLATE 13 - CLUTCH RETAINER 14 - SEAL 15 - OD/REV PISTON 16 - BELLEVILLE SPRING 17 - SNAP-RING 18 - SEAL RINGS 19 - INPUT SHAFT 20 - LUBRICATION CHECK VALVE AND SNAP-RING
21 - 554
INPUT CLUTCH ASSEMBLY (Continued)AUTOMATIC TRANSMISSION - 45RFE/545RFE
DR
1 - INPUT CLUTCH HUB 2 - O-RING SEALS 3 - SEAL 4 - SNAP-RING 5 - SNAP-RING 6 - UD BALANCE PISTON 7 - SNAP-RING 8 - UD PISTON 9 - SPRING 10 - DISC
Fig.82InputClutchAssembly-PartI
11 - UD CLUTCH 12 - PLATE 13 - CLUTCH RETAINER 14 - SEAL 15 - OD/REV PISTON 16 - BELLEVILLE SPRING 17 - SNAP-RING 18 - SEAL RINGS 19 - INPUT SHAFT 20 - LUBRICATION CHECK VALVE AND SNAP-RING
DR INPUT CLUTCH ASSEMBLY (Continued)
AUTOMATIC TRANSMISSION - 45RFE/545RFE
21 - 555
(6) Install the input clutch retainer tapered snap- ring with tapered side up onto the input clutch hub. (7) Install Piston Guides 8504 into the input clutch retainer (Fig. 83) and onto the input clutch hub to guide the inner and outer underdrive piston seals into position.
Fig.83InstallUnderdrivePistonUsingTool8504
1 - TOOL 8504(8) Install the underdrive piston into the input clutch retainer and over the input clutch hub (Fig. 82).
(9) Install the UD/OD balance piston return spring
pack into the input clutch retainer.
(10) Install Piston Guide 8252 into the input clutch retainer (Fig. 84) to guide the UD/OD balance piston seal into position inside the underdrive piston.
(11) Install the UD/OD balance piston into the
input clutch retainer and the underdrive piston.
(12) Using Spring Compressor 8251, compress the UD/OD return spring pack and secure the piston in place with the snap-ring (Fig. 85).
Fig.85CompressingUD/ODBalancePistonUsing
Tool8251
1 - PRESS 2 - TOOL 8251
3 - BALANCE PISTONFig.84InstallBalancePistonUsingTool8252
1 - TOOL 8252
21 - 556
INPUT CLUTCH ASSEMBLY (Continued)AUTOMATIC TRANSMISSION - 45RFE/545RFE
DR
(13) Install the underdrive clutch pack into the
input clutch retainer (Fig. 82).
(14) Install the UD/OD reaction plate lower flat snap-ring (Fig. 86). The correct snap-ring can be identified by the two tabbed ears.
(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.
1 - BEARING NUMBER 3
2 - OD HUB/SHAFT 3 - SNAP-RING (WAVE) 4 - REV/OD REACTION PLATE 5 - BEARING NUMBER 4
6 - SNAP-RING (FLAT) 7 - REVERSE HUB/SHAFT 8 - REVERSE CLUTCH 9 - REVERSE REACTION PLATEFig.86InputClutchAssembly-PartII
10 - SNAP-RING (SELECT) 11 - PLATE 12 - DISC 13 - OD CLUTCH 14 - SNAP-RING (TAPERED) 15 - UD/OD REACTION PLATE 16 - SNAP-RING (FLAT) 17 - UD HUB/SHAFT 18 - BEARING NUMBER 2
DR INPUT CLUTCH ASSEMBLY (Continued)
AUTOMATIC TRANSMISSION - 45RFE/545RFE
21 - 557
(17) Install the input clutch assembly into Input Clutch Pressure Fixture 8260 (Fig. 87). Mount a dial indicator to the assembly, push down on the clutch discs and zero the indicator against the underdrive clutch discs (Fig. 88). 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, 90° 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.
Fig.88MeasuringUDClutchClearance
1 - TOOL C-3339
2 - UNDERDRIVE CLUTCH PACKing. Measure and record OD clutch pack measure- ment in four (4) places, 90° 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.89MeasuringODClutchClearance
1 - TOOL C-3339
2 - OD/REV REACTION PLATE(23) Install the reverse clutch pack into the input
clutch retainer (Fig. 86).
Fig.87InputClutchAssemblyMountedonTool
8260
1 - INPUT CLUTCH ASSEMBLY 2 - TOOL 8260
(18) Install
the overdrive clutch pack into the input clutch retainer (Fig. 86). 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. 86).
(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. 89). Apply 20 psi of air pressure to the overdrive clutch and record the dial indicator read-
21 - 558
INPUT CLUTCH ASSEMBLY (Continued)AUTOMATIC TRANSMISSION - 45RFE/545RFE
DR
(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. 90). 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, 90° 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.(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
(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
(34) Install the complete reverse clutch pack. (35) Install the reverse reaction plate and snap-
(36) Push up on reaction plate to allow reverse
clutch to move freely.
retainer.
retainer.
ring.
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.
signals to determine the following:
The TCM compares the input and output speed † Transmission gear ratio † Speed ratio error detection † CVI calculation The TCM also compares the input speed signal and † Torque converter clutch slippage † Torque converter element speed ratio
the engine speed signal to determine the following:
Fig.90MeasuringReverseClutchClearance
1 - TOOL C-3339
2 - REVERSE CLUTCH PACK(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.
AUTOMATIC TRANSMISSION - 45RFE/545RFE
21 - 559
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 feedback loop to the TCM. The TCM uses this infor- mation to adjust its control of the pressure control solenoid to achieve the desired line pressure.
OPERATION
The TCM calculates the desired line pressure based upon inputs from the transmission and engine. The TCM calculates the torque input to the trans- mission and uses that information as the primary input to the calculation. The line pressure is set to a predetermined value during shifts and when the transmission is in the PARK and NEUTRAL posi- tions. This is done to ensure consistent shift quality. During all other operation, the actual line pressure is compared to the desired line pressure and adjust- ments are made to the pressure control solenoid duty cycle.
REMOVAL
(1) Raise vehicle. (2) Place a suitable fluid catch pan under the
transmission.
(3) Remove the wiring connector from the line
pressure sensor (Fig. 92).
(4) Remove the bolt holding the line pressure sen-
sor to the transmission case.
(5) Remove the line pressure sensor from the
transmission case.
DR INPUT SPEED SENSOR (Continued) 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).
to the transmission case.
(4) Remove the bolt holding the input speed sensor
(5) Remove the input speed sensor from the trans-
mission case.
Fig.91InputSpeedSensor
1 - OUTPUT SPEED SENSOR 2 - LINE PRESSURE SENSOR 3 - INPUT SPEED SENSOR
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
(4) Verify the transmission fluid level. Add fluid as
speed sensor
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.
Fig.92LinePressureSensor
1 - OUTPUT SPEED SENSOR 2 - LINE PRESSURE SENSOR 3 - INPUT SPEED SENSOR
AUTOMATIC TRANSMISSION - 45RFE/545RFE
21 - 560
LINE PRESSURE (LP) SENSOR (Continued) INSTALLATION(1) Install the line pressure sensor into the trans-
mission case.
(2) Install the bolt to hold the line pressure sensor into the transmission case. Tighten the bolt to 11.9
N·m (105 in.lbs.).(3) Install the wiring connector onto the line pres-
(4) Verify the transmission fluid level. Add fluid as
sure sensor
necessary.
(5) Lower vehicle.
DR
LOW/REVERSE CLUTCH DISASSEMBLY
(1) Remove the inner overrunning clutch snap-ring
from the low/reverse clutch retainer (Fig. 93).
(2) Remove the outer low/reverse reaction plate
flat snap-ring (Fig. 93).
(3) Remove the low/reverse clutch and the over- running clutch from the low/reverse clutch retainer as an assembly (Fig. 93).
(4) Separate the low/reverse clutch from the over-
running clutch.
1 - SNAP-RING (SELECT) 2 - REACTION PLATE 3 - DISC 4 - PLATE 5 - L/R CLUTCH RETAINER 6 - SEAL 7 - PISTON
Fig.93Low/ReverseClutchAssembly
8 - SEAL 9 - BELLEVILLE SPRING 10 - RETAINER 11 - SNAP-RING 12 - OVERRUNNING CLUTCH 13 - SNAP-RING
DR LOW/REVERSE CLUTCH (Continued)
AUTOMATIC TRANSMISSION - 45RFE/545RFE
21 - 561
(5) Remove the overrunning clutch snap-ring (Fig.
(6) Remove the spacer from the overrunning clutch
(7) Separate the inner and outer races of the over-
running clutch (Fig. 94).
(8) Remove the overrunning clutch lower snap-ring
94).
(Fig. 94).
(Fig. 94).
Fig.95CompressLow/ReverseBellevilleSpring
UsingTool8285
1 - PRESS 2 - TOOL 8285
3 - BELLEVILLE SPRINGASSEMBLY
(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 Mopart ATF +4, Automatic Transmission Fluid, 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. 95), 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. 94).
(7) Assemble the inner and outer races of the over-
running clutch (Fig. 94).
overrunning clutch.
(8) Position the overrunning clutch spacer on the
(9) Install the upper overrunning clutch snap-ring
(Fig. 94).
(10) Assemble and install the low/reverse clutch
pack into the low/reverse clutch retainer (Fig. 93).
(11) Install the low/reverse reaction plate into the low/reverse clutch retainer (Fig. 93). The reaction plate is directional and must be installed with the flat side down.
(12) Install the low/reverse clutch pack snap-ring (Fig. 93). The snap-ring is selectable and should be chosen to give the correct clutch pack clearance.
Fig.94OverrunningClutch
1 - SNAP-RING 2 - OUTER RACE 3 - OVERRUNNING CLUTCH 4 - SPACER
(9) Using Spring Compressor 8285 and a suitable shop press (Fig. 95), compress the low/reverse piston Belleville spring and remove the split retaining ring holding the Belleville spring into the low/reverse clutch retainer. (10) Remove
clutch Belleville spring and piston from the low/reverse clutch retainer. Use 20 psi of air pressure to remove the pis- ton if necessary.
low/reverse
the
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.
21 - 562
LOW/REVERSE CLUTCH (Continued)AUTOMATIC TRANSMISSION - 45RFE/545RFE
DR
(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.
OIL PUMP DESCRIPTION
The oil pump (Fig. 96) is located at the front of the transmission inside the bell housing and behind the transmission front cover. The oil pump consists of two independent pumps (Fig. 97), a number of valves (Fig. 98), a front seal (Fig. 99), and a bolt on reaction shaft. The converter clutch switch and regulator valves, pressure regulator valve, and converter pres- sure limit valve are all located in the oil pump valve body.
Fig.97OilPumpGears
1 - PUMP HOUSING 2 - DRIVE GEAR 3 - DRIVEN GEARS
Fig.96OilPump
1 - OIL PUMP TO CASE BOLT (6) 2 - OIL PUMP
OPERATION
As the torque converter rotates, the converter hub rotates the oil pump drive gear. As the drive gear rotates both driven gears, a vacuum is created when the gear teeth come out of mesh. This suction draws fluid through the pump inlet from the oil pan. As the gear teeth come back into mesh, pressurized fluid is forced into the pump outlet and to the oil pump valves.
At low speeds, both sides of the pump supply fluid to the transmission. As the speed of the torque con-
Fig.98OilPumpValves
1 - TORQUE CONVERTER CLUTCH ACCUMULATOR VALVE 2 - TORQUE CONVERTER CLUTCH CONTROL VALVE 3 - TORQUE CONVERTER CLUTCH SWITCH VALVE 4 - PUMP VALVE BODY 5 - PRESSURE REGULATOR VALVE 6 - TORQUE CONVERTER CLUTCH LIMIT VALVE
verter increases, the flow from both sides increases until the flow from the primary side alone is suffi- cient to meet system demands. At this point, the check valve located between the two pumps closes. The secondary side is shut down and the primary side supplies all the fluid to the transmission.
CONVERTER CLUTCH SWITCH VALVE
The converter clutch switch valve is used to control the hydraulic pressure supplied to the front (OFF) side of the torque converter clutch.
DR OIL PUMP (Continued)
AUTOMATIC TRANSMISSION - 45RFE/545RFE
21 - 563
1 - PUMP HOUSING 2 - SEAL 3 - OIL FILTER SEAL
Fig.99OilPumpReactionShaft 4 - SEAL RING (5) 5 - REACTION SHAFT SUPPORT 6 - PUMP VALVE BODY
CONVERTER CLUTCH REGULATOR VALVE
The converter clutch regulator valve is used to con- trol the hydraulic pressure supplied to the back (ON) side of the torque converter clutch.
TORQUE CONVERTER LIMIT VALVE
The torque converter limit valve serves to limit the available line pressure to the torque converter clutch.
STANDARD PROCEDURE - OIL PUMP VOLUME CHECK
Measuring the oil pump output volume will deter- mine if sufficient oil flow to the transmission oil cooler exists, and whether or not an internal trans- mission failure is present.
Verify that the transmission fluid is at the proper level. Refer to the Fluid Level Check procedure in this section. If necessary, fill the transmission to the proper level with Mopart ATF +4, Automatic Trans- mission Fluid.
(1) Disconnect the To cooler line at the cooler inlet and place a collecting container under the dis- connected line.
CAUTION: With the fluid set at the proper level, fluid collection should not exceed (1) quart or inter- nal damage to the transmission may occur.
(2) Run the engine at 1800 rpm, with the shift selector in neutral. Verify that the transmission fluid temperature is below 104.5° C (220° F) for this test.
21 - 564
OIL PUMP (Continued)AUTOMATIC TRANSMISSION - 45RFE/545RFE
DR
(3) If one quart of transmission fluid is collected in the container in 30 seconds or less, oil pump flow vol- ume is within acceptable limits. If fluid flow is inter- mittent, or it takes more than 30 seconds to collect one quart of fluid, refer to the Hydraulic Pressure tests in this section for further diagnosis.
(4) Re-connect the To cooler line to the transmis-
sion cooler inlet.
(5) Refill the transmission to proper level.
DISASSEMBLY
(1) Remove the bolts holding the reaction shaft
support to the oil pump (Fig. 100).
(2) Remove the reaction shaft support from the oil
pump (Fig. 100).
(3) Remove all bolts holding the oil pump halves
together (Fig. 100).
(4) Using suitable prying tools, separate the oil pump sections by inserting the tools in the supplied areas and prying the halves apart.
NOTE: The oil pump halves are aligned to each other through the use of two dowels. Be sure to pry upward evenly to prevent damage to the oil pump components.
1 - PUMP HOUSING 2 - SEAL 3 - OIL FILTER SEAL
Fig.100OilPumpAssembly 4 - SEAL RING (5) 5 - REACTION SHAFT SUPPORT 6 - PUMP VALVE BODY
DR OIL PUMP (Continued)
AUTOMATIC TRANSMISSION - 45RFE/545RFE
21 - 565
(5) Remove the screws holding the separator plate
onto the oil pump body (Fig. 101).
(6) Remove the separator plate from the oil pump
body (Fig. 101).
(7) Mark all gears for location. The gears are select fit and if the oil pump is to be reused, the gears must be returned to their original locations.
(8) Remove the oil pump gears from the oil pump
case (Fig. 101).
1 - SEPARATOR PLATE 2 - DRIVEN GEAR (2) 3 - CHECK VALVE 4 - PUMP HOUSING
Fig.101OilPumpHousingandGears
5 - DOWEL (2) 6 - DRIVE GEAR 7 - SCREW
21 - 566
OIL PUMP (Continued)AUTOMATIC TRANSMISSION - 45RFE/545RFE
(9) Remove the oil pump valve retainers and asso- ciated valve and spring one at a time (Fig. 102) (Fig. 103). Mark the combination of components as a group and tag them as to the location from which they were removed.
DR
Fig.103T/CSwitchValve
1 - RETAINER 2 - T/C SWITCH VALVE 3 - OIL PUMP VALVE BODY
Fig.102OilPumpValveBody
1 - T/C REGULATOR VALVE 2 - T/C LIMIT VALVE 3 - REGULATOR VALVE 4 - OIL PUMP VALVE BODY
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
but do 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.
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 Mopart ATF +4 and install
into their original locations.
(3) Lubricate the oil pump valves with Mopart ATF +4 and install the valve, spring and retainer
DR OIL PUMP (Continued)
AUTOMATIC TRANSMISSION - 45RFE/545RFE
21 - 567
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
(10) Position the reaction shaft support into the oil
smoothly.
pump (Fig. 100).
(11) Install and torque the bolts to hold the reac- tion shaft support to the oil pump (Fig. 100). The cor-
