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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
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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
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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
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(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
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INPUT CLUTCH ASSEMBLY (Continued)AUTOMATIC TRANSMISSION - 45RFE/545RFE
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(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- rect torque is 12 N·m (105 in.lbs.).
OIL PUMP FRONT SEAL REMOVAL
(1) Remove transmission from the vehicle. (2) Remove the torque converter from the trans-
mission.
(3) Using a screw mounted in a slide hammer,
remove the oil pump front seal.
INSTALLATION
(1) Clean seal bore of the oil pump of any residue
or particles from the original seal.
(2) Install new oil seal in the oil pump housing
using Seal Installer C-3860-A (Fig. 104).
OUTPUT SPEED SENSOR DESCRIPTION
The Input and Output Speed Sensors are two-wire magnetic pickup devices that generate AC signals as rotation occurs. They are mounted in the left side of the transmission case and are considered primary inputs to the Transmission Control Module (TCM).
OPERATION
The Input Speed Sensor provides information on how fast the input shaft is rotating. As the teeth of the input clutch hub pass by the sensor coil, an AC voltage is generated and sent to the TCM. The TCM interprets this information as input shaft rpm.
The Output Speed Sensor generates an AC signal in a similar fashion, though its coil is excited by rota-
Fig.104InstallOilPumpFrontSeal
1 - TOOL C-3860-A
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:
REMOVAL
(1) Raise vehicle. (2) Place a suitable fluid catch pan under the
transmission.
(3) Remove the wiring connector from the output
speed sensor (Fig. 105).
(4) Remove the bolt holding the output speed sen-
sor to the transmission case.
(5) Remove the output speed sensor from the
transmission case.
INSTALLATION
mission case.
(1) Install the output speed sensor into the trans-
(2) Install the bolt to hold the output speed sensor into the transmission case. Tighten the bolt to 11.9
N·m (105 in.lbs.).(3) Install the wiring connector onto the output
(4) Verify the transmission fluid level. Add fluid as
speed sensor
necessary.
(5) Lower vehicle.
21 - 568
OVERDRIVE SWITCH (Continued)AUTOMATIC TRANSMISSION - 45RFE/545RFE
DR
trol switch is the ON position. The switch must be in this position to energize the solenoid and allow a 3-4
upshift. The control switch indicator light illuminates only when the overdrive switch is turned to the OFF position, or when illuminated by the transmission control module.REMOVAL
(1) Using a plastic trim tool, remove the overdrive
off switch retainer from the shift lever (Fig. 107).
Fig.105OutputSpeedSensor
1 - OUTPUT SPEED SENSOR 2 - LINE PRESSURE SENSOR 3 - INPUT SPEED SENSOR
OVERDRIVE SWITCH DESCRIPTION
The overdrive OFF (control) switch is located in the shift lever arm (Fig. 106). The switch is a momentary contact device that signals the PCM to toggle current status of the overdrive function.
Fig.107OverdriveOffSwitchRetainer
1 - GEAR SHIFT LEVER 2 - OVERDRIVE OFF SWITCH RETAINER 3 - PLASTIC TRIM TOOL
(2) Pull the switch outwards to release it from the
connector in the lever (Fig. 108)
Fig.106OverdriveOffSwitch
OPERATION
At key-on, overdrive operation is allowed. Pressing the switch once causes the overdrive OFF mode to be entered and the overdrive OFF switch lamp to be illuminated. Pressing the switch a second time causes normal overdrive operation to be restored and the overdrive lamp to be turned off. The overdrive OFF mode defaults to ON after the ignition switch is cycled OFF and ON. The normal position for the con-
Fig.108RemovetheOverdriveOffSwitch
1 - GEAR SHIFT LEVER 2 - OVERDRIVE OFF SWITCH
AUTOMATIC TRANSMISSION - 45RFE/545RFE
21 - 569
DR OVERDRIVE SWITCH (Continued) INSTALLATION
NOTE: There is enough slack in the wire to pull out the connector from the lever.
(1) Pull the connector out of the lever just enough
to grasp it.
CAUTION: Be careful not to bend the pins on the overdrive off switch. Use care when installing the switch, as it is not indexed, and can be accidentally installed incorrectly.
(2) Install the overdrive off switch into the connec-
tor (Fig. 109)
Fig.109InstalltheOverdriveOffSwitch
1 - GEAR SHIFT LEVER 2 - OVERDRIVE OFF SWITCH WIRING CONNECTOR 3 - OVERDRIVE OFF SWITCH
(3) Push the overdrive off switch and wiring into
(4) Install the overdrive off switch retainer onto
the shift lever.
the shift lever.
PISTONS DESCRIPTION
There are several sizes and types of pistons used in an automatic transmission. Some pistons are used to apply clutches, while others are used to apply bands. They all have in common the fact that they are round or circular in shape, located within a smooth walled cylin- der, which is closed at one end and converts fluid pres- sure into mechanical movement. The fluid pressure exerted on the piston is contained within the system through the use of piston rings or seals.
OPERATION
The principal which makes this operation possible is known as Pascal’s Law. Pascal’s Law can be stated
as: “Pressure on a confined fluid is transmitted equally in all directions and acts with equal force on equal areas.”
PRESSURE
Pressure (Fig. 110) is nothing more than force (lbs.) divided by area (in or ft.), or force per unit area. Given a 100 lb. block and an area of 100 sq. in. on the floor, the pressure exerted by the block is: 100
lbs. 100 in or 1 pound per square inch, or PSI as it is commonly referred to.Fig.110ForceandPressureRelationship
PRESSURE ON A CONFINED FLUID
Pressure is exerted on a confined fluid (Fig. 111) by applying a force to some given area in contact with the fluid. A good example of this is a cylinder filled with fluid and equipped with a piston that is closely fitted to the cylinder wall. If a force is applied to the piston, pressure will be developed in the fluid. Of course, no pressure will be created if the fluid is not confined. It will simply “leak” past the piston. There must be a resistance to flow in order to create pres- sure. Piston sealing is extremely important in hydraulic operation. Several kinds of seals are used to accomplish this within a transmission. These include but are not limited to O-rings, D-rings, lip seals, sealing rings, or extremely close tolerances between the piston and the cylinder wall. The force exerted is downward (gravity), however, the principle remains the same no matter which direction is taken. The pressure created in the fluid is equal to the force applied, divided by the piston area. If the force is 100
lbs., and the piston area is 10 sq. in., then the pres- sure created equals 10 PSI. Another interpretation of21 - 570
PISTONS (Continued)AUTOMATIC TRANSMISSION - 45RFE/545RFE
Pascal’s Law is that regardless of container shape or size, the pressure will be maintained throughout, as long as the fluid is confined. In other words, the pressure in the fluid is the same everywhere within the container.
DR
Fig.111PressureonaConfinedFluid
FORCE MULTIPLICATION
Using the 10 PSI example used in the illustration (Fig. 112), a force of 1000 lbs. can be moved with a force of only 100 lbs. The secret of force multiplica- tion in hydraulic systems is the total fluid contact area employed. The illustration, (Fig. 112), shows an area that is ten times larger than the original area. The pressure created with the smaller 100 lb. input is 10 PSI. The concept “pressure is the same every- where” means that the pressure underneath the larger piston is also 10 PSI. Pressure is equal to the force applied divided by the contact area. Therefore, by means of simple algebra, the output force may be found. This concept is extremely important, as it is also used in the design and operation of all shift valves and limiting valves in the valve body, as well as the pistons, of the transmission, which activate the clutches and bands. It is nothing more than using a difference of area to create a difference in pressure to move an object.
PISTON TRAVEL
The relationship between hydraulic lever and a lever is the same. With a mechanical mechanical lever it’s a weight-to-distance output rather than a pressure-to-area output. Using the same forces and areas as in the previous example, the smaller piston
Fig.112ForceMultiplication
(Fig. 113) has to move ten times the distance required to move the larger piston one inch. There- fore, for every inch the larger piston moves, the smaller piston moves ten inches. This principle is true in other instances also. A common garage floor jack is a good example. To raise a car weighing 2000
lbs., an effort of only 100 lbs. may be required. For every inch the car moves upward, the input piston at the jack handle must move 20 inches downward.Fig.113PistonTravel
DR
AUTOMATIC TRANSMISSION - 45RFE/545RFE
21 - 571
PLANETARY GEARTRAIN DESCRIPTION
The planetary geartrain is located behind the 4C retainer/bulkhead, toward the rear of the transmis- sion. The planetary geartrain consists of three pri- mary assemblies: † Reaction (Fig. 114). † Reverse (Fig. 115). † Input (Fig. 115).
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.
Fig.114ReactionPlanetaryGeartrain
1 - BEARING NUMBER 8
2 - BEARING NUMBER 9
3 - REACTION PLANETARY CARRIER 4 - REACTION SUN GEAR5 - BEARING NUMBER 7
6 - THRUST PLATE (SELECT) 7 - BEARING NUMBER 6
8 - REACTION ANNULUS21 - 572
PLANETARY GEARTRAIN (Continued)AUTOMATIC TRANSMISSION - 45RFE/545RFE
DR
1 - SNAP-RING 2 - BEARING NUMBER 10
3 - BEARING NUMBER 11
4 - INPUT ANNULUSFig.115Reverse/InputPlanetaryGeartrain
5 - INPUT PLANETARY CARRIER 6 - INPUT SUN GEAR 7 - REVERSE PLANETARY CARRIER
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.
AUTOMATIC TRANSMISSION - 45RFE/545RFE
21 - 573
DR PLANETARY GEARTRAIN (Continued) DISASSEMBLY
(1) Remove the snap-ring holding the input annu-
lus into the input carrier (Fig. 116).
(2) Remove the input annulus from the input car-
rier (Fig. 116).
(3) Remove the number 9 bearing from the reverse planetary carrier. Note that this planetary carrier has four pinion gears.
(4) Remove the reverse planetary gear carrier (Fig.
116).
sun gear (Fig. 116).
rier (Fig. 116).
carrier (Fig. 116).
(5) Remove the number 10 bearing from the input
(6) Remove the input sun gear from the input car-
(7) Remove the number 11 bearing from the input
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. Replace the driving shell if worn, cracked or dam- aged.
Replace planetary gear sets if gears, pinion pins, or carrier are damaged in any way. Replace the annulus gears and supports if either component is worn or damaged.
Replace the output shaft if the machined surfaces are scored, pitted, or damaged in any way. Also replace the shaft if the splines are damaged, or exhibits cracks at any location.
ASSEMBLY
(1) Clean and inspect all components. Replace any components which show evidence of excessive wear or scoring.
(2) Install the number 11 bearing into the input planetary carrier so that the inner race will be toward the front of the transmission (Fig. 116).
(3) Install the input sun gear into the input carrier
(Fig. 116).
(4) Install the number 10 bearing onto the rear of the reverse planetary carrier with the inner race toward the carrier (Fig. 116).
1 - SNAP-RING 2 - BEARING NUMBER 10
3 - BEARING NUMBER 11
4 - INPUT ANNULUSFig.116Reverse/InputPlanetaryCarrierAssembly
5 - INPUT PLANETARY CARRIER 6 - INPUT SUN GEAR 7 - REVERSE PLANETARY CARRIER
21 - 574
PLANETARY GEARTRAIN (Continued)AUTOMATIC TRANSMISSION - 45RFE/545RFE
DR
(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. 116).
(6) Install the reverse planetary gear carrier into
the input carrier (Fig. 116).
(7) Install the input annulus gear into the input
carrier (Fig. 116).
(8) Install the snap-ring to hold the input annulus
gear into the input carrier (Fig. 116).
SHIFT MECHANISM DESCRIPTION
The gear shift mechanism provides six shift posi- tions which are: † Park (P) † Reverse (R) † Neutral (N) † Drive (D) † Manual second (2) † Manual 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 sec- ond gear only.
DRIVE range provides FIRST, SECOND, THIRD, OVERDRIVE FOURTH, and OVERDRIVE FIFTH (if applicable) gear ranges. The shift into OVERDRIVE FOURTH and FIFTH (if applicable) gear ranges occurs only after the transmission has completed the shift into D THIRD gear range. No further movement of the shift mechanism is required to complete the 3-4 or 4-5 (if applicable) shifts.
The FOURTH and FIFTH (if applicable) gear upshifts occur automatically when the overdrive selector switch is in the ON position. No upshift to FOURTH or FIFTH (if applicable) gears will occur if any of the following are true: † The transmission fluid temperature is below 10° † The shift to THIRD is not yet complete. † Vehicle speed is too low for the 3-4 or 4-5 (if
C (50° F) or above 121° C (250° F).
applicable) shifts to occur.
Upshifts into FOURTH or FIFTH (if applicable) will be delayed when the transmission fluid temper- ature is below 4.5° C (40° F) or above 115.5° C (240° F).
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 (if applicable) 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.
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 as nor- mally open or normally closed. The normally open solenoid valve is defined as a valve which allows hydraulic flow when no current or voltage is applied to the solenoid. The normally closed sole- 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.
DR SOLENOIDS (Continued)
AUTOMATIC TRANSMISSION - 45RFE/545RFE
21 - 575
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.
is controlled. Some of
A solenoid can also be described by the method by which it the possibilities include variable force, pulse-width modulated, con- stant ON, or duty cycle. The variable force and pulse- width modulated versions utilize similar methods to control the current flow through the solenoid to posi- tion the solenoid plunger at a desired position some- where between full ON and full OFF. The constant ON and duty cycled versions control the voltage across the solenoid to allow either full flow or no flow through the solenoid’s valve.
TORQUE CONVERTER DESCRIPTION
The torque converter (Fig. 117)
is a hydraulic device that couples the engine crankshaft to the transmission. The torque converter consists of an outer shell with an internal turbine, a stator, an overrunning clutch, an impeller and an electronically applied converter clutch. The converter clutch pro- vides reduced engine speed and greater fuel economy when engaged. Clutch engagement also provides reduced transmission fluid temperatures. The torque converter hub drives the transmission oil (fluid) pump and contains an o-ring seal to better control oil flow.
The torque converter is a sealed, welded unit that
is not repairable and is serviced as an assembly.
CAUTION: The torque converter must be replaced if a transmission failure resulted in large amounts of metal or fiber contamination in the fluid.
OPERATION
When an electrical current is applied to the sole- noid coil, a magnetic field is created which produces an attraction to the plunger, causing the plunger to move and work against the spring pressure and the load applied by the fluid the valve is controlling. The plunger is normally directly attached to the valve which it is to operate. When the current is removed from the coil, the attraction is removed and the plunger will return to its original position due to spring pressure.
The plunger is made of a conductive material and accomplishes this movement by providing a path for the magnetic field to flow. By keeping the air gap between the plunger and the coil to the minimum necessary to allow free movement of the plunger, the magnetic field is maximized.
Fig.117TorqueConverterAssembly
1 - TURBINE ASSEMBLY 2 - STATOR 3 - CONVERTER HUB 4 - O-RING 5 - IMPELLER ASSEMBLY 6 - CONVERTER CLUTCH PISTON 7 - TURBINE HUB
AUTOMATIC TRANSMISSION - 45RFE/545RFE
21 - 576
TORQUE CONVERTER (Continued) IMPELLERThe impeller (Fig. 118) is an integral part of the converter housing. The impeller consists of curved blades placed radially along the inside of the housing on the transmission side of the converter. As the con- verter housing is rotated by the engine, so is the impeller, because they are one and the same and are the driving members of the system.
DR
1 - ENGINE FLEXPLATE 2 - OIL FLOW FROM IMPELLER SECTION INTO TURBINE SECTION 3 - IMPELLER VANES AND COVER ARE INTEGRAL
Fig.118Impeller
4 - ENGINE ROTATION 5 - ENGINE ROTATION
DR TORQUE CONVERTER (Continued) TURBINE
AUTOMATIC TRANSMISSION - 45RFE/545RFE
21 - 577
The turbine (Fig. 119) is the output, or driven, member of the converter. The turbine is mounted within the housing opposite the impeller, but is not attached to the housing. The input shaft is inserted through the center of the impeller and splined into the turbine. The design of the turbine is similar to the impeller, except the blades of the turbine are curved in the opposite direction.
1 - TURBINE VANE 2 - ENGINE ROTATION 3 - INPUT SHAFT
Fig.119Turbine
4 - PORTION OF TORQUE CONVERTER COVER 5 - ENGINE ROTATION 6 - OIL FLOW WITHIN TURBINE SECTION
AUTOMATIC TRANSMISSION - 45RFE/545RFE
21 - 578
TORQUE CONVERTER (Continued) STATORThe stator assembly (Fig. 120) is mounted on a sta- tionary shaft which is an integral part of the oil pump. The stator is located between the impeller and turbine within the torque converter case (Fig. 121). The stator contains an over-running clutch, which allows the stator to rotate only in a clockwise direc- tion. When the stator is locked against the over-run- ning clutch, the torque multiplication feature of the torque converter is operational.
DR
Fig.121StatorLocation
1 - STATOR 2 - IMPELLER 3 - FLUID FLOW 4 - TURBINE
Fig.122TorqueConverterClutch(TCC)
1 - IMPELLER FRONT COVER 2 - THRUST WASHER ASSEMBLY 3 - IMPELLER 4 - STATOR 5 - TURBINE 6 - PISTON 7 - FRICTION DISC
Fig.120StatorComponents
1 - CAM (OUTER RACE) 2 - ROLLER 3 - SPRING 4 - INNER RACE
TORQUE CONVERTER CLUTCH (TCC)
The TCC (Fig. 122) was installed to improve the efficiency of the torque converter that is lost to the slippage of the fluid coupling. Although the fluid cou- pling provides smooth, shock-free power transfer, it is natural for all fluid couplings to slip. If the impeller and turbine were mechanically locked together, a zero slippage condition could be obtained. A hydraulic piston with friction material was added to the tur- bine assembly to provide this mechanical lock-up.
In order to reduce heat build-up in the transmission and buffer the powertrain against torsional vibrations, the TCM can duty cycle the L/R-CC Solenoid to achieve a smooth application of the torque converter clutch. This function, referred to as Electronically Modulated Converter Clutch (EMCC) can occur at various times depending on the following variables: † Shift lever position † Current gear range † Transmission fluid temperature † Engine coolant temperature † Input speed † Throttle angle † Engine speed
DR TORQUE CONVERTER (Continued) OPERATION
The converter impeller (Fig. 123) (driving member), which is integral to the converter housing and bolted to the engine drive plate, rotates at engine speed. The converter turbine (driven member), which reacts from fluid pressure generated by the impeller, rotates and turns the transmission input shaft.
TURBINE
As the fluid that was put into motion by the impel- ler blades strikes the blades of the turbine, some of the energy and rotational force is transferred into the turbine and the input shaft. This causes both of them (turbine and input shaft) to rotate in a clockwise direction following the impeller. As the fluid is leav- ing the trailing edges of the turbine’s blades it con- tinues in a “hindering” direction back toward the impeller. If the fluid is not redirected before it strikes the impeller, it will strike the impeller in such a direction that it would tend to slow it down.
STATOR
Torque multiplication is achieved by locking the stator’s over-running clutch to its shaft (Fig. 124). Under stall conditions (the turbine is stationary), the oil leaving the turbine blades strikes the face of the stator blades and tries to rotate them in a counter- clockwise direction. When this happens the over-run-
AUTOMATIC TRANSMISSION - 45RFE/545RFE
21 - 579
ning clutch of the stator locks and holds the stator from rotating. With the stator locked, the oil strikes the stator blades and is redirected into a “helping” direction before it enters the impeller. This circula- tion of oil from impeller to turbine, turbine to stator, and stator to impeller, can produce a maximum torque multiplication of about 2.4:1. As the turbine begins to match the speed of the impeller, the fluid that was hitting the stator in such as way as to cause it to lock-up is no longer doing so. In this con- dition of operation, the stator begins to free wheel and the converter acts as a fluid coupling.
TORQUE CONVERTER CLUTCH (TCC)
In a standard torque converter, the impeller and turbine are rotating at about the same speed and the stator is freewheeling, providing no torque multipli- cation. By applying the turbine’s piston and friction material to the front cover, a total converter engage- ment can be obtained. The result of this engagement is a direct 1:1 mechanical link between the engine and the transmission.
The clutch can be engaged in second, third, fourth, and fifth (if appicable) gear ranges depending on overdrive control switch position. If the overdrive control switch is in the normal ON position, the clutch will engage after the shift to fourth gear. If the
1 - APPLY PRESSURE 2 - THE PISTON MOVES SLIGHTLY FORWARD
3 - RELEASE PRESSURE 4 - THE PISTON MOVES SLIGHTLY REARWARD
Fig.123TorqueConverterFluidOperation-Typical
21 - 580
TORQUE CONVERTER (Continued)AUTOMATIC TRANSMISSION - 45RFE/545RFE
DR
desired slip range of transmission input speed rela- tive to engine rpm.
GRADUAL-TO-NO EMCC
This operation is to soften the change from Full or Partial EMCC to No EMCC. This is done at mid- throttle by decreasing the L/R Solenoid duty cycle.
REMOVAL
(1) Remove transmission and torque converter
from vehicle.
(2) Place a suitable drain pan under the converter
housing end of the transmission.
Fig.124StatorOperation
1 - DIRECTION STATOR WILL FREE WHEEL DUE TO OIL PUSHING ON BACKSIDE OF VANES 2 - FRONT OF ENGINE 3 - INCREASED ANGLE AS OIL STRIKES VANES 4 - DIRECTION STATOR IS LOCKED UP DUE TO OIL PUSHING AGAINST STATOR VANES
CAUTION: Verify that transmission is secure on the lifting device or work surface, the center of gravity of the transmission will shift when the torque con- verter is removed creating an unstable condition. The torque converter is a heavy unit. Use caution when separating the torque converter from the transmission.
control switch is in the OFF position, the clutch will engage after the shift to third gear.
The TCM controls the torque converter by way of internal logic software. The programming of the soft- ware provides the TCM with control over the L/R-CC Solenoid. There are four output logic states that can be applied as follows:
† No EMCC † Partial EMCC † Full EMCC † Gradual-to-no EMCC
NO EMCC
Under No EMCC conditions, the L/R Solenoid is OFF. There are several conditions that can result in NO EMCC operations. No EMCC can be initiated due to a fault in the transmission or because the TCM does not see the need for EMCC under current driving conditions.
PARTIAL EMCC
Partial EMCC operation modulates the L/R Sole- noid (duty cycle) to obtain partial torque converter clutch application. Partial EMCC operation is main- tained until Full EMCC is called for and actuated. During Partial EMCC some slip does occur. Partial EMCC will usually occur at low speeds, low load and light throttle situations.
FULL EMCC
During Full EMCC operation, the TCM increases the L/R Solenoid duty cycle to full ON after Partial EMCC control brings the engine speed within the
(3) Pull the torque converter forward until the cen-
ter hub clears the oil pump seal.
(4) Separate the torque converter from the trans-
mission.
INSTALLATION
Check converter hub and drive flats for sharp edges, burrs, scratches, or nicks. Polish the hub and flats with 320/400 grit paper or crocus cloth if neces- sary. Verify that the converter hub o-ring is properly installed and is free from debris. The hub must be smooth to avoid damaging the pump seal at installa- tion.
(1) Lubricate oil pump seal lip with transmission
(2) Place torque converter in position on transmis-
CAUTION: Do not damage oil pump seal or con- verter hub o-ring while inserting torque converter into the front of the transmission.
(3) Align torque converter to oil pump seal open-
(4) Insert torque converter hub into oil pump. (5) While pushing torque converter inward, rotate converter until converter is fully seated in the oil pump gears.
(6) Check converter seating with a scale and straightedge (Fig. 125). Surface of converter lugs should be at least 13 mm (1/2 in.) to rear of straight- edge when converter is fully seated.
(7) If necessary, temporarily secure converter with
C-clamp attached to the converter housing.
(8) Install the transmission in the vehicle.
fluid.
sion.
ing.
DR TORQUE CONVERTER (Continued)
AUTOMATIC TRANSMISSION - 45RFE/545RFE
