45rfe automatic transmission

AUTOMATIC TRANSMISSION - 45RFE

TABLE OF CONTENTS

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AUTOMATIC TRANSMISSION - 45RFEDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 207OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 208DIAGNOSIS AND TESTING

DIAGNOSIS AND TESTING - AUTOMATICTRANSMISSION . . . . . . . . . . . . . . . . . . . . . 208

DIAGNOSIS AND TESTING -PRELIMINARY . . . . . . . . . . . . . . . . . . . . . . . 209

DIAGNOSIS AND TESTING - ROADTESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 209

DIAGNOSIS AND TESTING - HYDRAULICPRESSURE TEST . . . . . . . . . . . . . . . . . . . . 210

DIAGNOSIS AND TESTING - AIR CHECKINGTRANSMISSION CLUTCH OPERATION . . . . 211

DIAGNOSIS AND TESTING - CONVERTERHOUSING FLUID LEAK . . . . . . . . . . . . . . . . 211

STANDARD PROCEDURE - ALUMINUMTHREAD REPAIR . . . . . . . . . . . . . . . . . . . . . 212

REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 214CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 220INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 220ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 221INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 227SCHEMATICS AND DIAGRAMS

HYDRAULIC SCHEMATICS . . . . . . . . . . . . . 231SPECIFICATIONS

TRANSMISSION . . . . . . . . . . . . . . . . . . . . . 250SPECIAL TOOLS

RFE TRANSMISSION . . . . . . . . . . . . . . . . . 2514C RETAINER/BULKHEAD

DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 254ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 254

ADAPTER HOUSING SEALREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 255

BRAKE TRANSMISSION SHIFT INTERLOCKSYSTEMDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 256OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 256DIAGNOSIS AND TESTING - BRAKE

TRANSMISSION SHIFT INTERLOCKSYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . 256

FLUID AND FILTERDIAGNOSIS AND TESTING

DIAGNOSIS AND TESTING - EFFECTS OFINCORRECT FLUID LEVEL . . . . . . . . . . . . . 256

DIAGNOSIS AND TESTING - CAUSES OFBURNT FLUID . . . . . . . . . . . . . . . . . . . . . . . 256

DIAGNOSIS AND TESTING - FLUIDCONTAMINATION . . . . . . . . . . . . . . . . . . . . 256

STANDARD PROCEDURESTANDARD PROCEDURE - FLUID LEVEL

CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257STANDARD PROCEDURE - FLUID AND

FILTER REPLACEMENT . . . . . . . . . . . . . . . 257STANDARD PROCEDURE - TRANSMISSION

FILL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 259GEARSHIFT CABLE

DIAGNOSIS AND TESTING - GEARSHIFTCABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 259

REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 259INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 260ADJUSTMENTS - GEARSHIFT CABLE . . . . . . 261

HOLDING CLUTCHESDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 262OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 263

INPUT CLUTCH ASSEMBLYDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 264OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 264DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 266ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 268

INPUT SPEED SENSORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 273OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 273REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 273INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 274

LINE PRESSURE (LP) SENSORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 274OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 274REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 274INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 274

LOW/REVERSE CLUTCHDISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 275CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 276INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 276ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 276

OIL PUMPDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 277OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 277STANDARD PROCEDURE - OIL PUMP

VOLUME CHECK . . . . . . . . . . . . . . . . . . . . . 278DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 279CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 280INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 280ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 281

OIL PUMP FRONT SEALREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 282INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 282

21 - 206 AUTOMATIC TRANSMISSION - 45RFE KJ

OUTPUT SPEED SENSORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 282OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 282REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 282INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 282

OVERDRIVE SWITCHDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 283OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 283

PARK - INTERLOCK CABLEREMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 283ADJUSTMENTS - PARK-INTERLOCK CABLE . 284

PISTONSDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 285OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 285

PLANETARY GEARTRAINDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 287OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 287DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 288CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 288INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 288ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 289

SHIFT MECHANISMDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 290OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 290REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 291

SOLENOID SWITCH VALVEDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 291OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 291

SOLENOIDSDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 291

OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 292TORQUE CONVERTER

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 292OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 296REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 297INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 297

TRANSMISSION CONTROL RELAYDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 298OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 298

TRANSMISSION RANGE SENSORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 298OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 298

TRANSMISSION SOLENOID/TRS ASSEMBLYDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 299OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 299REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 300

TRANSMISSION TEMPERATURE SENSORDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 300OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 300

VALVE BODYDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 301OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 301REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 302DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 303CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 305INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 306ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 307INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 307

AUTOMATIC TRANSMISSION -45RFE

DESCRIPTIONThe 45RFE automatic transmission is a sophisti-

cated, multi-range, electronically controlled transmis-sion which combines optimized gear ratios forresponsive performance, state of the art efficiencyfeatures and low NVH. Other features include driveradaptive shifting and three planetary gear sets toprovide wide ratio capability with precise ratio stepsfor optimum driveability. The three planetary gearsets also make available a unique alternate secondgear ratio. The primary 2nd gear ratio fits between1st and 3rd gears for normal through-gear accelera-tions. The alternate second gear ratio (2prime) allowssmoother 4-2 kickdowns at high speeds to provide2nd gear passing performance over a wider highwaycruising range.

The hydraulic portion of the transmission consistsof the transmission fluid, fluid passages, hydraulicvalves, and various line pressure control components.

The primary mechanical components of the trans-mission consist of the following:

• Three multiple disc input clutches• Three multiple disc holding clutches• Five hydraulic accumulators• Three planetary gear sets• Dual Stage Hydraulic oil pump• Valve body• Solenoid packThe TCM is the “heart” or “brain” of the electronic

control system and relies on information from vari-ous direct and indirect inputs (sensors, switches, etc.)to determine driver demand and vehicle operatingconditions. With this information, the TCM can cal-culate and perform timely and quality shifts throughvarious output or control devices (solenoid pack,transmission control relay, etc.).

KJ AUTOMATIC TRANSMISSION - 45RFE 21 - 207

TRANSMISSION IDENTIFICATIONTransmission identification numbers are stamped

on the left side of the case just above the oil pansealing surface (Fig. 1). Refer to this informationwhen ordering replacement parts. A label is attachedto the transmission case above the stamped numbers.The label gives additional information which mayalso be necessary for identification purposes.

GEAR RATIOSThe 45RFE gear ratios are:

1st . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.00:12nd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.67:12nd Prime . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.50:13rd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00:14th . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.75:1Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.00:1

OPERATIONThe 45RFE offers full electronic control of all auto-

matic up and downshifts, and features real-time adap-tive closed-loop shift and pressure control. Electronicshift and torque converter clutch controls help protectthe transmission from damage due to high tempera-tures, which can occur under severe operating condi-tions. By altering shift schedules, line pressure, andconverter clutch control, these controls reduce heat gen-eration and increase transmission cooling.

To help reduce efficiency-robbing parasitic losses, thetransmission includes a dual-stage transmission fluidpump with electronic output pressure control. Undermost driving conditions, pump output pressure greatly

exceeds that which is needed to keep the clutchesapplied. The 45RFE pump-pressure control system mon-itors input torque and adjusts the pump pressureaccordingly. The primary stage of the pump works con-tinuously; the second stage is bypassed when demand islow. The control system also monitors input and outputspeed and, if incipient clutch slip is observed, the pres-sure control solenoid duty cycle is varied, increasingpressure in proportion to demand.

A high-travel torque converter damper assemblyallows earlier torque converter clutch engagement toreduce slippage. Needle-type thrust bearings reduceinternal friction. The 45RFE is packaged in a one-piece die-cast aluminum case. To reduce NVH, thecase has high lateral, vertical and torsional stiffness.It is also designed to maximize the benefit of thestructural dust cover that connects the bottom of thebell housing to the engine bedplate, enhancing over-all power train stiffness. Dual filters protect thepump and other components. A pump return filter isadded to the customary main sump filter. Indepen-dent lubrication and cooler circuits assure amplepressure for normal transmission operation even ifthe cooler is obstructed or the fluid cannot flow dueto extremely low temperatures.

The hydraulic control system design (without elec-tronic assist) provides the transmission with PARK,REVERSE, NEUTRAL, SECOND, and THIRD gears,based solely on driver shift lever selection. Thisdesign allows the vehicle to be driven (in “limp-in”mode) in the event of a electronic control system fail-ure, or a situation that the Transmission ControlModule (TCM) recognizes as potentially damaging tothe transmission.

The TCM also performs certain self-diagnosticfunctions and provides comprehensive information(sensor data, DTC’s, etc.) which is helpful in properdiagnosis and repair. This information can be viewedwith the DRBt scan tool.

DIAGNOSIS AND TESTING

DIAGNOSIS AND TESTING - AUTOMATICTRANSMISSION

CAUTION: Before attempting any repair on a RFEautomatic transmission, check for Diagnostic Trou-ble Codes with the DRB T scan tool.

Transmission malfunctions may be caused by thesegeneral conditions:

• Poor engine performance• Improper adjustments• Hydraulic malfunctions

Fig. 1 Transmission Part And Serial NumberLocation

1 - IDENTIFICATION NUMBERS (STAMPED)


AUTOMATIC TRANSMISSION - 45RFE (Continued)

• Mechanical malfunctions• Electronic malfunctionsDiagnosis of these problems should always begin

by checking the easily accessible variables: fluid leveland condition, gearshift cable adjustment. Then per-form a road test to determine if the problem has beencorrected or if more diagnosis is necessary. If theproblem persists after the preliminary tests and cor-rections are completed, hydraulic pressure checksshould be performed.

DIAGNOSIS AND TESTING - PRELIMINARYTwo basic procedures are required. One procedure

for vehicles that are drivable and an alternate proce-dure for disabled vehicles (will not back up or moveforward).

VEHICLE IS DRIVABLE(1) Check for transmission fault codes using DRBt

scan tool.(2) Check fluid level and condition.(3) Adjust gearshift cable if complaint was based

on delayed, erratic, or harsh shifts.(4) Road test and note how transmission upshifts,

downshifts, and engages.(5) Perform hydraulic pressure test if shift prob-

lems were noted during road test.(6) Perform air-pressure test to check clutch oper-

ation.

VEHICLE IS DISABLED(1) Check fluid level and condition.(2) Check for broken or disconnected gearshift cable.(3) Check for cracked, leaking cooler lines, or loose

or missing pressure-port plugs.

(4) Raise and support vehicle on safety stands,start engine, shift transmission into gear, and notefollowing:

(a) If propeller shaft turns but wheels do not,problem is with differential or axle shafts.

(b) If propeller shaft does not turn and transmis-sion is noisy, stop engine. Remove oil pan, andcheck for debris. If pan is clear, remove transmis-sion and check for damaged driveplate, converter,oil pump, or input shaft.

(c) If propeller shaft does not turn and transmis-sion is not noisy, perform hydraulic-pressure test todetermine if problem is hydraulic or mechanical.

DIAGNOSIS AND TESTING - ROAD TESTINGBefore road testing, be sure the fluid level and con-

trol cable adjustments have been checked andadjusted if necessary. Verify that all diagnostic trou-ble codes have been resolved.

Observe engine performance during the road test.A poorly tuned engine will not allow accurate analy-sis of transmission operation.

Operate the transmission in all gear ranges. Checkfor shift variations and engine flare which indicatesslippage. Note if shifts are harsh, spongy, delayed,early, or if part throttle downshifts are sensitive.

Slippage indicated by engine flare, usually meansclutch, overrunning clutch, or line pressure problems.

A slipping clutch can often be determined by com-paring which internal units are applied in the vari-ous gear ranges. The Clutch Application chartprovides a basis for analyzing road test results.

CLUTCH APPLICATION CHARTSLP UD OD R 2C 4C L/R OVERRUNNING

P–PARK ONR–REVERSE ON ONN-NEUTRAL ON

D–OVERDRIVEFIRST

ON ON* ON

SECOND ON ONSECOND PRIME ON ON

THIRD ON ONFOURTH ON ONLIMP-IN ON ON2–FIRST ON ON* ONSECOND ON ONLIMP-IN ON ON1–LOW ON ON ON

*L/R clutch is on only with the output shaft speed below 150 rpm.



DIAGNOSIS AND TESTING - HYDRAULICPRESSURE TEST

An accurate tachometer and pressure test gaugesare required. Test Gauge C-3293-SP has a 300 psirange and is used at all locations where pressuresexceed 100 psi.

Pressure Test Port LocationsOnly two pressure ports are supplied on the trans-

mission case. The torque converter clutch apply andrelease ports are located on the right side of thetransmission case (Fig. 2).

To determine the line pressure, there are two avail-able methods. The DRBt scan tool can be used toread line pressure from the line pressure sensor. Thesecond method is to install Line Pressure Adapter8259 (Fig. 4) into the transmission case and theninstall the pressure gauge and the original sensorinto the adapter. This will allow a comparison of theDRBt readings and the gauge reading to determinethe accuracy of the line pressure sensor. The DRBtline pressure reading should match the gauge read-ing within ±10 psi.

In order to access any other pressure tap locations,the transmission oil pan must be removed, the pres-sure port plugs removed and Valve Body PressureTap Adapter 8258-A (Fig. 5) installed. The extensionssupplied with Adapter 8258-A will allow the installa-tion of pressure gauges to the valve body. Refer to(Fig. 3) for correct pressure tap location identifica-tion.

TEST PROCEDUREAll pressure readings should be taken with the

transmission fluid level full, transmission oil at thenormal operating temperature, and the engine at1500 rpm. Check the transmission for proper opera-tion in each gear position that is in question or if aspecific element is in question, check the pressurereadings in at least two gear positions that employthat element. Refer to the Hydraulic Schematics atthe rear of this section to determine the correct pres-sures for each element in a given gear position.

Fig. 2 Torque Converter Pressure Locations1 - TCC RELEASE2 - TO COOLER3 - TCC APPLY4 - FROM COOLER5 - LINE PRESSURE SENSOR

Fig. 3 Pressure Tap Locations

Fig. 4 Line Pressure Adapter 82591 - LINE PRESSURE SENSOR PORT2 - LINE PRESSURE SENSOR3 - TOOL 82594 - PRESSURE TAP



NOTE: The RFE utilizes closed loop control ofpump line pressure. The pressure readings maytherefore vary greatly but should always follow linepressure.

Some common pressures that can be measured toevaluate pump and clutch performance are theupshift/downshift pressures and the garage shiftpressures. The upshift/downshift pressure for allshifts is 120 psi. The garage shift pressure when per-forming a N-R shift is 220 psi. The garage shift pres-sure for the R-N shift is 120 psi and 135 psi for N-1shifts.

DIAGNOSIS AND TESTING - AIR CHECKINGTRANSMISSION CLUTCH OPERATION

Air-pressure testing can be used to check transmis-sion clutch operation. The test can be conducted withthe transmission either in the vehicle or on the workbench, as a final check.

Air-pressure testing requires that the oil pan andvalve body be removed from the transmission. Theclutch apply passages are shown (Fig. 6).

NOTE: The air supply which is used must be free ofmoisture and dirt. Use a pressure of 30 psi to testclutch operation.

Apply air pressure at each port. If the clutch isfunctioning, a soft thump will be heard as the clutchis applied. The clutch application can also be felt bytouching the appropriate element while applying air

pressure. As the air pressure is released, the clutchshould also release.

DIAGNOSIS AND TESTING - CONVERTERHOUSING FLUID LEAK

When diagnosing converter housing fluid leaks,two items must be established before repair.

(1) Verify that a leak condition actually exists.(2) Determined the true source of the leak.Some suspected converter housing fluid leaks may

not be leaks at all. They may only be the result ofresidual fluid in the converter housing, or excessfluid spilled during factory fill or fill after repair.Converter housing leaks have several potentialsources. Through careful observation, a leak sourcecan be identified before removing the transmissionfor repair. Torque converter seal leaks tend to movealong the drive hub and onto the rear of the con-verter. Pump cover seal tend to run down the coverand the inside surface of the bellhousing.

Some leaks, or suspected leaks, may be particu-larly difficult to locate. If necessary, a Mopartapproved dye may be used to locate a leak.

TORQUE CONVERTER LEAK POINTSPossible sources of converter leaks are:(1) Leaks at the weld joint around the outside

diameter weld (Fig. 7).(2) Leaks at the converter hub weld (Fig. 7).

Fig. 5 Valve Body Pressure Tap Adapter 8258-A1 - RFE TRANSMISSION2 - TOOL 8258-A

Fig. 6 Air Pressure Test Passages1 - LOW REVERSE CLUTCH2 - 4TH CLUTCH3 - 2ND CLUTCH4 - OVERDRIVE CLUTCH5 - UNDERDRIVE CLUTCH6 - REVERSE CLUTCH



STANDARD PROCEDURE - ALUMINUMTHREAD REPAIR

Damaged or worn threads in the aluminum trans-mission case and valve body can be repaired by theuse of Heli-Coils™, or equivalent. This repair con-sists of drilling out the worn-out damaged threads.Then tap the hole with a special Heli-Coil™ tap, orequivalent, and installing a Heli-Coil™ insert, orequivalent, into the hole. This brings the hole back toits original thread size.

Heli-Coil™, or equivalent, tools and inserts arereadily available from most automotive parts suppliers.

REMOVAL(1) Disconnect the negative battery cable.(2) Raise and support the vehicle(3) Remove any necessary skid plates (Fig. 8).

(Refer to 13 - FRAMES & BUMPERS/FRAME/TRANSFER CASE SKID PLATE - REMOVAL)

(4) Mark propeller shaft and axle companionflanges for assembly alignment.

(5) Remove the rear propeller shaft. (Refer to 3 -DIFFERENTIAL & DRIVELINE/PROPELLERSHAFT/PROPELLER SHAFT - REMOVAL)

(6) Remove the front propeller shaft, if neces-sary.(Refer to 3 - DIFFERENTIAL & DRIVELINE/PROPELLER SHAFT/PROPELLER SHAFT -REMOVAL)

(7) Disengage the output speed sensor connectorfrom the output speed sensor (Fig. 9).

(8) Disengage the input speed sensor connectorfrom the input speed sensor (Fig. 10).

Fig. 8 Remove Skid Plate1 - SKID PLATE2 - TRANSMISSION CROSSMEMBER3 - FRAME RAILS

Fig. 9 Disconnect Output Speed Sensor1 - TRANSMISSION2 - OUTPUT SPEED SENSOR

Fig. 10 Disconnect Input Speed Sensor1 - TRANSMISSION2 - INPUT SPEED SENSOR

Fig. 7 Torque Converter Assembly1 - TURBINE ASSEMBLY2 - STATOR3 - CONVERTER HUB4 - O-RING5 - IMPELLER ASSEMBLY6 - CONVERTER CLUTCH PISTON7 - TURBINE HUB



(9) Disengage the transmission solenoid/TRSassembly connector from the transmission solenoid/TRS assembly (Fig. 11).

(10) Disengage the line pressure sensor connectorfrom the line pressure sensor (Fig. 12).

(11) Remove the bolts holding the exhaust cross-over pipe to the pre-catalytic converter pipe flanges(Fig. 13).

(12) Remove the bolts holding the exhaust cross-over pipe to the catalytic converter flange.

(13) Disconnect gearshift cable from transmissionmanual valve lever (Fig. 14).

Fig. 11 Disconnect Transmission Solenoid/TRSAssembly

1 - TRANSMISSION2 - TRANSMISSION SOLENOID/TRS ASSEMBLY

Fig. 12 Disconnect Line Pressure Sensor1 - TRANSMISSION2 - LINE PRESSURE SENSOR

Fig. 13 Remove Exhaust Flange Bolts1 - EXHAUST FLANGE BOLTS

Fig. 14 Remove Shift Cables1 - TRANSFER CASE2 - TRANSFER CASE SHIFT CABLE3 - TRANSMISSION SHIFT CABLE4 - AUTOMATIC TRANSMISSION5 - TRANSFER CASE SHIFT CABLE BRACKET



(14) Disengage the shift cable from the cable sup-port bracket.

(15) Remove the starter motor.(16) Remove the engine to transmission collar (Fig.

15).

(17) Rotate crankshaft in clockwise direction untilconverter bolts are accessible. Then remove bolts oneat a time. Rotate crankshaft with socket wrench ondampener bolt.

(18) Disconnect transmission fluid cooler lines attransmission fittings and clips.

(19) Disconnect the transmission vent hose fromthe transmission.

(20) Remove transfer case.(21) Support rear of engine with safety stand or

jack.(22) Raise transmission slightly with service jack

to relieve load on crossmember and supports.(23) Remove bolts securing rear support and cush-

ion to transmission and crossmember (Fig. 16).(24) Remove bolts attaching crossmember to frame

and remove crossmember.(25) Remove all remaining converter housing bolts.(26) Carefully work transmission and torque con-

verter assembly rearward off engine block dowels.(27) Hold torque converter in place during trans-

mission removal.(28) Lower transmission and remove assembly

from under the vehicle (Fig. 17).

(29) To remove torque converter, carefully slidetorque converter out of the transmission.

DISASSEMBLY(1) Drain fluid from transmission.(2) Clean exterior of transmission with suitable

solvent or pressure washer.(3) Remove the torque converter from the trans-

mission.(4) Remove the manual shift lever from the trans-

mission.

Fig. 15 Transmission Collar1 - ENGINE2 - ENGINE TO TRANSMISSION COLLAR3 - TRANSMISSION

Fig. 16 Rear Transmission Crossmember1 - CROSSMEMBER2 - REAR TRANSMISSION MOUNT

Fig. 17 Remove Transmission1 - ENGINE2 - TRANSMISSION



(5) Remove the input, output, and line pressuresensors from the transmission case (Fig. 18).

(6) Inspect the ends of the sensors for debris,which may indicate the nature of the transmissionfailure.

(7) Install Support Stand 8257 onto the transmis-sion case (Fig. 19).

(8) Using Adapter 8266-1 from End-Play Tool Set8266 and Dial Indicator C-3339, measure and recordthe input shaft end-play (Fig. 20).

NOTE: When measuring the input shaft end-play,two (stops ( will be felt. When the input shaft ispushed inward and the dial indicator zeroed, thefirst (stop ( felt when the input shaft is pulled out-ward is the movement of the input shaft in the inputclutch housing hub. This value should not beincluded in the end-play measured value and there-fore must be recorded and subtracted from the dialindicator reading.

(9) Remove the bolts holding the transmissionextension/adapter housing to the transmission case.

(10) Remove the extension/adapter housing fromthe transmission case.

Fig. 18 Remove Input, Output, and Line PressureSensors

1 - OUTPUT SPEED SENSOR2 - LINE PRESSURE SENSOR3 - INPUT SPEED SENSOR

Fig. 19 Install Support Stand - Tool 82571 - TOOL 8257

Fig. 20 Measure Input Shaft End Play1 - TOOL 82662 - TOOL C-3339



(11) Using Alignment Plate 8261, Adapter 8266-17from End-Play Tool Set 8266 and Dial IndicatorC-3339, measure and record the output shaft end-play (Fig. 21).

(12) Remove the bolts holding the transmission oilpan to the transmission case.

(13) Remove the transmission oil pan from thetransmission case.

(14) Remove the primary oil filter and the oilcooler return filter (Fig. 22).

(15) Remove the cooler return filter bypass valve.

(16) Remove the bolts holding the valve body tothe transmission case (Fig. 23).

(17) Remove the valve body from the transmissioncase.

(18) Remove the outer snap-ring securing thetransmission front cover into the transmission case(Fig. 24).

(19) Remove the inner snap-ring securing thetransmission front cover to the oil pump (Fig. 24).

Fig. 21 Measure Output Shaft End Play1 - TOOL 82612 - TOOL 82663 - TOOL C-3339

Fig. 22 Remove Primary Oil and Cooler Filters1 - PRIMARY OIL FILTER2 - COOLER RETURN FILTER3 - COOLER RETURN FILTER BYPASS VALVE4 - VALVE BODY

Fig. 23 Remove Valve Body Assembly1 - VALVE BODY TO CASE BOLT (6)

Fig. 24 Remove Transmission Front Cover1 - INNER SNAP-RING2 - TRANSMISSION COVER3 - OUTER SNAP-RING



(20) Reaching through a case opening in the valvebody area with a long blunted tool, remove the trans-mission front cover from the transmission case.

(21) Remove the bolts holding the oil pump intothe transmission case (Fig. 25).

(22) Remove the oil pump. Hold inward on theinput shaft to prevent pulling the input clutchassembly with the oil pump (Fig. 25).

NOTE: If the input shaft is not held during oil pumpremoval, the input clutch assembly will attempt tomove forward with the oil pump and the numbers 2,3, or 4 bearings inside the input clutch assemblymay become dislodged.

(23) Remove the number 1 bearing from the inputclutch assembly (Fig. 26).

(24) Remove the input clutch assembly from thetransmission case (Fig. 26).

(25) Remove the number 5 bearing and selectivethrust plate from the input clutch assembly (Fig. 26),or the 4C clutch retainer/bulkhead.

(26) Remove the 4C clutch retainer/bulkheadtapered snap-ring from the transmission case (Fig.27).

(27) Remove the 4C clutch retainer/bulkhead fromthe transmission case (Fig. 27).

Fig. 25 Remove Oil Pump1 - OIL PUMP TO CASE BOLT (6)2 - OIL PUMP

Fig. 26 Remove Input Clutch Assembly1 - BEARING NUMBER 52 - THRUST PLATE (SELECT)3 - INPUT CLUTCH ASSEMBLY4 - BEARING NUMBER 1

Fig. 27 Remove 4C Clutch Retainer/Bulkhead1 - SNAP-RING2 - 4C CLUTCH RETAINER/BULKHEAD



(28) Remove the front 2C clutch pack snap-ringfrom the transmission case (Fig. 28).

(29) Remove the 2C clutch pack from the transmis-sion case (Fig. 28).

(30) Remove the rear selective plate and number 6bearing from the reaction annulus (Fig. 29).

(31) Remove the reaction annulus from the reac-tion planetary carrier (Fig. 29).

(32) Remove the number 7 bearing (Fig. 29).(33) Remove the reaction sun gear (Fig. 29).(34) Remove the number 8 bearing from the reac-

tion planetary carrier (Fig. 29).(35) Remove the reaction planetary carrier (Fig.

29). Note that this planetary gear set has three pin-ion gears.

(36) Remove the number 9 bearing from thereverse planetary gear set (Fig. 29).

Fig. 28 Remove 2C Clutch Pack1 - SNAP-RING2 - PLATE3 - DISC4 - REACTION PLATE

Fig. 29 Remove Reaction Annulus and Carrier1 - BEARING NUMBER 8 5 - BEARING NUMBER 72 - BEARING NUMBER 9 6 - THRUST PLATE (SELECT)3 - REACTION PLANETARY CARRIER 7 - BEARING NUMBER 64 - REACTION SUN GEAR 8 - REACTION ANNULUS



(37) Remove the snap-ring holding the park spraggear onto the output shaft (Fig. 30).

(38) Remove the park sprag gear from the outputshaft (Fig. 31).

(39) Remove the input/reverse planetary assembly(Fig. 32).

(40) Remove the number 12 bearing from theinput/reverse planetary assembly (Fig. 32).

(41) Remove the snap-ring holding the low/reverseclutch retainer into the transmission case (Fig. 33).

(42) Remove the low/reverse clutch retainer fromthe transmission case (Fig. 33).

Fig. 30 Remove Park Sprag Snap-Ring1 - SNAP-RING

Fig. 31 Remove Park Sprag Gear1 - PARK SPRAG GEAR

Fig. 32 Remove Input/Reverse Planetary Assembly1 - INPUT/REVERSE PLANETARY ASSEMBLY2 - BEARING NUMBER 93 - BEARING NUMBER 12

Fig. 33 Remove Low/Reverse Clutch Retainer1 - LOW/REVERSE OVERRUNNING CLUTCH ASSEMBLY2 - SNAP-RING



(43) Remove the park pawl rod and e-clip (Fig. 34).(44) Remove the park pawl rod guide snap-ring

(Fig. 34).(45) Remove the park pawl rod guide (Fig. 34).(46) Remove the park pawl pivot shaft, park pawl,

and spring (Fig. 34).(47) Remove the manual selector shaft (Fig. 34).

(48) Remove the manual selector shaft seal.(49) Remove the dipstick tube seal.

CLEANINGThe use of crocus cloth is permissible where neces-

sary, providing it is used carefully. When used onshafts, or valves, use extreme care to avoid roundingoff sharp edges. Sharp edges are vital as they pre-vent foreign matter from getting between the valveand valve bore.

Do not reuse oil seals, gaskets, seal rings, orO-rings during overhaul. Replace these parts as amatter of course. Also do not reuse snap rings orE-clips that are bent or distorted. Replace these partsas well.

Lubricate transmission parts with Mopart ATF +4,Automatic Transmission Fluid, during overhaul andassembly. Use petroleum jelly, Mopart Door Ease, orRu-Glyde to prelubricate seals, O-rings, and thrustwashers. Petroleum jelly can also be used to holdparts in place during reassembly.

Clean the case in a solvent tank. Flush the casebores and fluid passages thoroughly with solvent.Dry the case and all fluid passages with compressedair. Be sure all solvent is removed from the case andthat all fluid passages are clear.

NOTE: Do not use shop towels or rags to dry thecase (or any other transmission component) unlessthey are made from lint-free materials. Lint will stickto case surfaces and transmission components andcirculate throughout the transmission after assem-bly. A sufficient quantity of lint can block fluid pas-sages and interfere with valve body operation.

INSPECTIONInspect the case for cracks, porous spots, worn

bores, or damaged threads. Damaged threads can berepaired with Helicoil thread inserts. However, thecase will have to be replaced if it exhibits any type ofdamage or wear.

Fig. 34 Manual Shaft/Park Lock Components1 - GUIDE2 - SNAP-RING3 - SHAFT4 - SPRING5 - PARK PAWL6 - MANUAL SHAFT/LEVER7 - PARK ROD



ASSEMBLY(1) Clean and inspect all components. Replace any

components which show evidence of excessive wearor scoring.

(2) Install the cooler filter bypass valve.(3) Torque the bypass valve to specification. The

valve uses a tapered pipe thread and excessivetorque can damage the transmission case. Tightenthe cooler filter bypass valve to 4.5 N·m (40 in.lbs.).

(4) Install a new selector shaft seal using SealInstaller 8253 (Fig. 35).

(5) Install the manual selector shaft and retainingscrew. Tighten the manual selector shaft retainingscrew to 28 N·m (250 in.lbs.).

(6) Install the park pawl, spring, and shaft (Fig.36).

(7) Install the park rod and e-clip (Fig. 36).(8) Install the park rod guide and snap-ring (Fig.

36).(9) Install a new dipstick tube seal using Seal

Installer 8254 (Fig. 37).

NOTE: Before final assembly of transmission cen-terline, the 2C/4C clutch components should beinstalled into position and measured as follows:

Fig. 35 Install Selector Shaft1 - SEAL2 - TOOL 8253

Fig. 36 Manual Shaft/Park Lock Components1 - GUIDE2 - SNAP-RING3 - SHAFT4 - SPRING5 - PARK PAWL6 - MANUAL SHAFT/LEVER7 - PARK ROD

Fig. 37 Install Dipstick Tube Seal Using Tool 82541 - TOOL 82542 - SEAL



(10) Install the 2C reaction plate into the trans-mission case (Fig. 38). The reaction plate is direc-tional. The plate must be installed with the flat sidetoward the front of the transmission.

(11) Install the 2C clutch pack into the transmis-sion case (Fig. 38).

(12) Install the flat 2C clutch snap-ring into thetransmission case (Fig. 38).

(13) Install the 4C retainer/bulkhead into thetransmission case. Make sure that the oil feed holesare pointing toward the valve body area.

(14) Install the 4C retainer/bulkhead taperedsnap-ring into the transmission case. Make sure thatthe open ends of the snap-ring are located in the caseopening toward the valve body area.

(15) Using a feeler gauge through the opening inthe rear of the transmission case, measure the 2Cclutch pack clearance between the 2C reaction plateand the transmission case at four different points.The average of these measurements is the 2C clutchpack clearance. The correct clutch clearance is 0.455-

1.335 mm (0.018-0.053 in.). The reaction plate is notselective. If the clutch pack clearance is not withinspecification, the reaction plate, all the friction discs,and steels must be replaced.

(16) Remove the 4C retainer/bulkhead and all ofthe 2C clutch components from the transmissioncase.

(17) Install the low/reverse clutch assembly (Fig.39). Make sure that the oil feed hole points towardthe valve body area and that the bleed orifice isaligned with the notch in the rear of the transmis-sion case.

(18) Install the snap-ring to hold the low/reverseclutch retainer into the transmission case (Fig. 39).The snap-ring is tapered and must be installed withthe tapered side forward. Once installed, verify thatthe snap-ring is fully seated in the snap-ring groove.

(19) Air check the low/reverse clutch and verifycorrect overrunning clutch operation.

(20) Install the number 12 bearing over the outputshaft and against the rear planetary gear set. Theflat side of the bearing goes toward the planetarygearset and the raised tabs on the inner race shouldface the rear of the transmission.

Fig. 38 Install 2C Clutch Pack1 - SNAP-RING2 - PLATE3 - DISC4 - REACTION PLATE

Fig. 39 Install Low/Reverse Clutch Retainer1 - LOW/REVERSE OVERRUNNING CLUTCH ASSEMBLY2 - SNAP-RING



(21) Install the reverse/input planetary assemblythrough the low/reverse clutch assembly (Fig. 40).

(22) Install the park sprag onto the output shaft(Fig. 41).

(23) Install the snap-ring to hold the park spragonto the output shaft (Fig. 42).

(24) Install the 2C reaction plate into the trans-mission case (Fig. 43). The reaction plate is direc-tional. The plate must be installed with the flat sidetoward the front of the transmission.

(25) Install the 2C clutch pack into the transmis-sion case (Fig. 43).

Fig. 40 Install Input/Reverse Planetary Assembly1 - INPUT/REVERSE PLANETARY ASSEMBLY2 - BEARING NUMBER 93 - BEARING NUMBER 12

Fig. 41 Install Park Sprag Gear1 - PARK SPRAG GEAR

Fig. 42 Install Park Sprag Snap-Ring1 - SNAP-RING

Fig. 43 Install 2C Clutch Pack1 - SNAP-RING2 - PLATE3 - DISC4 - REACTION PLATE



(26) Install the number 8 bearing inside the reac-tion carrier with the outer race against the reactionplanetary carrier.

(27) Install the reaction planetary gear set and thenumber 9 bearing, with the inner race against thereaction planetary carrier, into the transmission case(Fig. 44).

(28) Install the flat 2C clutch snap-ring into thetransmission case (Fig. 43).

(29) Install the reaction sun gear into the reactionplanetary gear set. Make sure the small shoulder isfacing the front of the transmission (Fig. 44).

(30) Install the number 7 bearing onto the reactionsun gear with the inner race against the sun gear(Fig. 44).

(31) Install the output shaft selective thrust plateonto the reaction annulus with the oil grooves facingthe annulus gear and the tabs and notches aligned asshown in (Fig. 45).

Fig. 44 Install Reaction Annulus and Carrier1 - BEARING NUMBER 8 5 - BEARING NUMBER 72 - BEARING NUMBER 9 6 - THRUST PLATE (SELECT)3 - REACTION PLANETARY CARRIER 7 - BEARING NUMBER 64 - REACTION SUN GEAR 8 - REACTION ANNULUS

Fig. 45 Thrust Plate Alignment1 - LOCATING LUG (3)2 - THRUST PLATE



(32) Install the number 6 bearing against the out-put shaft selective thrust plate with the flat sideagainst the thrust plate (Fig. 44) and the raised tabson the inner race facing the front of the transmis-sion.

(33) Install the reaction annulus into the reactionplanetary gear set (Fig. 44).

(34) Install the 4C retainer/bulkhead into thetransmission case. Make sure that the oil feed holesare pointing toward the valve body area. Rotate thereaction annulus during the installation of the 4Cretainer/bulkhead to ease installation.

(35) Install the 4C retainer/bulkhead taperedsnap-ring into the transmission case (Fig. 46) withthe taper toward the front of the case. Make surethat the open ends of the snap-ring are located in thecase opening toward the valve body area.

(36) Air check the 2C and 4C clutch operation.(37) Using Alignment Plate 8261, Adapter 8266-17

from End-Play Tool Set 8266 and Dial IndicatorC-3339, measure and record the output shaft end-play (Fig. 47). The correct output shaft end-play is0.22-0.55 mm (0.009-0.021 in.). Adjust as necessary.Install the chosen output shaft selective thrust plateand re-measure end-play to verify selection.

(38) Apply a bead of RTV silicone and install theextension/adapter housing onto the transmissioncase.

(39) Install and torque the bolts to hold the exten-sion/adapter housing onto the transmission case. Thecorrect torque is 54 N·m (40 ft.lbs.).

(40) Install the number 5 bearing and selectivethrust plate onto the 4C retainer/bulkhead (Fig. 48).

Be sure that the outer race of the bearing is againstthe thrust plate.

(41) Install the input clutch assembly into thetransmission case (Fig. 48). Make sure that the inputclutch assembly is fully installed by performing avisual inspection through the input speed sensorhole. If the tone wheel teeth on the input clutchassembly are centered in the hole, the assembly isfully installed.

(42) Install the number 1 bearing with the outerrace up in the pocket of the input clutch assembly(Fig. 48).

Fig. 48 Install Input Clutch Assembly1 - BEARING NUMBER 52 - THRUST PLATE (SELECT)3 - INPUT CLUTCH ASSEMBLY4 - BEARING NUMBER 1

Fig. 46 Install 4C Clutch Retainer/Bulkhead1 - SNAP-RING2 - 4C CLUTCH RETAINER/BULKHEAD

Fig. 47 Measure Output Shaft End Play1 - TOOL 82612 - TOOL 82663 - TOOL C-3339



(43) Install the oil pump into the transmissioncase (Fig. 49).

(44) Install the bolts to hold the oil pump into thetransmission case. Tighten the oil pump bolts to 28N·m (250 in.lbs.).

(45) Using Adapter 8266-1 from End-Play Tool Set8266 and Dial Indicator C-3339, measure and recordthe input shaft end-play (Fig. 50). The correct end-play is 0.46-0.89 mm (0.018-0.035 in.). Adjust as nec-essary. Install the chosen thrust plate on the number5 bearing and re-measure end-play to verify selec-tion.

NOTE: When measuring the input shaft end-play,two (stops ( will be felt. When the input shaft ispushed inward and the dial indicator zeroed, thefirst (stop ( felt when the input shaft is pulled out-ward is the movement of the input shaft in the inputclutch housing hub. This value should not beincluded in the end-play measured value and there-fore must be recorded and subtracted from the dialindicator reading.

(46) Install the transmission front cover into thetransmission case (Fig. 51).

(47) Install the outer snap-ring to hold the trans-mission front cover into the transmission case (Fig.51).

(48) Partially install the inner transmission frontcover snap-ring onto the oil pump (Fig. 51).

Fig. 49 Install Oil Pump1 - OIL PUMP TO CASE BOLT (6)2 - OIL PUMP

Fig. 50 Measure Input Shaft End Play1 - TOOL 82662 - TOOL C-3339

Fig. 51 Install the Transmission Front Cover1 - INNER SNAP-RING2 - TRANSMISSION COVER3 - OUTER SNAP-RING



(49) Using Installer 8255, install the inner trans-mission front cover snap-ring the remainder of theway onto the oil pump (Fig. 52).

(50) Install the valve body (Fig. 53). Verify thatthe pin on the manual lever has properly engagedthe TRS selector plate. Tighten the valve body totransmission case bolts to 12 N·m (105 in.lbs.).

(51) Install a new primary oil filter seal in the oilpump inlet bore. Seat the seal in the bore with thebutt end of a hammer, or other suitable tool.

CAUTION: The primary oil filter seal MUST be fullyinstalled flush against the oil pump body. DO NOTinstall the seal onto the filter neck and attempt toinstall the filter and seal as an assembly. Damage tothe transmission will result.

(52) Install the primary oil filter and the oil coolerreturn filter (Fig. 54). Tighten the screw to hold theprimary oil filter to the valve body to 4.5 N·m (40in.lbs.). Using Oil Filter Wrench 8321, tighten thecooler return oil filter to the transmission case to 14N·m (125 in.lbs.).

(53) Apply RTV silicone to the oil pan and installthe transmission oil pan. Tighten the bolts to 12 N·m(105 in.lbs.).

(54) Install the input, output, and line pressuresensors (Fig. 55). Tighten the bolts to 12 N·m (105in.lbs.).

(55) Install the manual shift lever from the trans-mission. Torque the retaining cross-bolt to 16 N·m(140 in.lbs.).

INSTALLATION(1) Check torque converter hub and hub drive flats

for sharp edges burrs, scratches, or nicks. Polish thehub and flats with 320/400 grit paper and crocuscloth if necessary. Verify that the converter hubo-ring is properly installed and is free of any debris.The hub must be smooth to avoid damaging pumpseal at installation.

(2) If a replacement transmission is beinginstalled, transfer any components necessary, such asthe manual shift lever and shift cable bracket, fromthe original transmission onto the replacement trans-mission.

Fig. 52 Seat Snap-Ring Using Tool 82551 - TOOL 82552 - SNAP-RING

Fig. 53 Install Valve Body Assembly1 - VALVE BODY TO CASE BOLT (6)

Fig. 54 Install Primary Oil and Cooler Filters1 - PRIMARY OIL FILTER2 - COOLER RETURN FILTER3 - COOLER RETURN FILTER BYPASS VALVE4 - VALVE BODY



(3) Lubricate oil pump seal lip with transmissionfluid.

(4) Align converter and oil pump.(5) Carefully insert converter in oil pump. Then

rotate converter back and forth until fully seated inpump gears.

(6) Check converter seating with steel scale andstraightedge (Fig. 56). Surface of converter lugsshould be at least 13mm (1/2 in.) to rear of straight-edge when converter is fully seated.

(7) Temporarily secure converter with C-clamp.(8) Position transmission on jack and secure it

with chains.(9) Check condition of converter driveplate.

Replace the plate if cracked, distorted or damaged.Also be sure transmission dowel pins are seatedin engine block and protrude far enough tohold transmission in alignment.

(10) Apply a light coating of Mopart High TempGrease to the torque converter hub pocket in the rearpocket of the engine’s crankshaft.

(11) Raise transmission (Fig. 57) and align thetorque converter with the drive plate and transmis-sion converter housing with the engine block.

(12) Move transmission forward. Then raise, loweror tilt transmission to align the converter housingwith engine block dowels.

(13) Carefully work transmission forward and overengine block dowels until converter hub is seated incrankshaft. Verify that no wires, or the transmissionvent hose, have become trapped between the engineblock and the transmission.

(14) Install two bolts to attach the transmission tothe engine.

(15) Install remaining torque converter housing toengine bolts. Tighten to 68 N·m (50 ft.lbs.).

(16) Install transfer case, if equipped. Tightentransfer case nuts to 35 N·m (26 ft.lbs.).

(17) Install rear transmission crossmember.Tighten crossmember to frame bolts to 68 N·m (50ft.lbs.).

(18) Install rear support to transmission. Tightenbolts to 47 N·m (35 ft.lbs.).

(19) Lower transmission onto crossmember andinstall bolts attaching transmission mount to cross-member. Tighten clevis bracket to crossmember bolts

Fig. 55 Install Input, Output, and Line PressureSensors

1 - OUTPUT SPEED SENSOR2 - LINE PRESSURE SENSOR3 - INPUT SPEED SENSOR

Fig. 56 Checking Torque Converter Seating - Typical1 - SCALE2 - STRAIGHTEDGE

Fig. 57 Install Transmission1 - ENGINE2 - TRANSMISSION



to 47 N·m (35 ft.lbs.). Tighten the clevis bracket torear support bolt to 68 N·m (50 ft.lbs.).

(20) Remove engine support fixture.(21) Connect gearshift cable to support bracket

and transmission manual lever (Fig. 58).

(22) Connect wires to solenoid and pressure switchassembly (Fig. 59) connector, input (Fig. 60) and out-put (Fig. 61) speed sensors, and line pressure sensor(Fig. 62). Be sure transmission harnesses are prop-erly routed.

Fig. 58 Install Shift Cables1 - TRANSFER CASE2 - TRANSFER CASE SHIFT CABLE3 - TRANSMISSION SHIFT CABLE4 - AUTOMATIC TRANSMISSION5 - TRANSFER CASE SHIFT CABLE BRACKET

Fig. 59 Connect Transmission Solenoid1 - TRANSMISSION2 - TRANSMISSION SOLENOID/TRS ASSEMBLY

Fig. 60 Connect Input Speed Sensor1 - TRANSMISSION2 - INPUT SPEED SENSOR

Fig. 61 Connect Output Speed Sensor1 - TRANSMISSION2 - OUTPUT SPEED SENSOR



CAUTION: It is essential that correct length bolts beused to attach the converter to the driveplate. Boltsthat are too long will damage the clutch surfaceinside the converter.

(23) Install torque converter-to-driveplate bolts.Tighten bolts to 31 N·m (270 in. lbs.).

(24) Install starter motor and cooler line bracket.(25) Connect cooler lines to transmission.(26) Install transmission fill tube.(27) Install exhaust components (Fig. 63).

(28) Install the engine collar (Fig. 64) onto thetransmission and the engine. Tighten the bolts to 54N·m (40 ft.lbs.).

(29) Align and connect propeller shaft(s).(30) Adjust gearshift cable if necessary.

(31) Install any skid plates removed previously(Fig. 65). (Refer to 13 - FRAMES & BUMPERS/FRAME/TRANSFER CASE SKID PLATE - INSTAL-LATION)

(32) Lower vehicle.(33) Fill transmission with Mopart ATF +4, type

9602, Automatic Transmission Fluid.

Fig. 62 Connect Line Pressure Sensor1 - TRANSMISSION2 - LINE PRESSURE SENSOR

Fig. 63 Install Exhaust Flange Bolts1 - EXHAUST FLANGE BOLTS

Fig. 64 Transmission Collar1 - ENGINE2 - ENGINE TO TRANSMISSION COLLAR3 - TRANSMISSION

Fig. 65 Install Skid Plate1 - SKID PLATE2 - TRANSMISSION CROSSMEMBER3 - FRAME RAILS



SCHEMATICS AND DIAGRAMS

HYDRAULIC SCHEMATICS

HY

DR

AU

LIC

FLO

WIN

PAR

K/N

EU

TR

AL



HY

DR

AU

LIC

FLO

WIN

NE

UT

RA

LO

VE

R8M

PH



HY

DR

AU

LIC

FLO

WIN

RE

VE

RS

E



HY

DR

AU

LIC

FLO

WIN

RE

VE

RS

EB

LOC

K



HY

DR

AU

LIC

FLO

WIN

FIR

ST

GE

AR

(FR

OM

NO

RO

D)



HY

DR

AU

LIC

FLO

WIN

FIR

ST

GE

AR

(AF

TE

RLA

UN

CH

FR

OM

RE

ST

)



HY

DR

AU

LIC

FLO

WIN

FIR

ST

GE

AR

(FR

OM

K/D

)



HY

DR

AU

LIC

FLO

WIN

SE

CO

ND

GE

AR



HY

DR

AU

LIC

FLO

WIN

SE

CO

ND

GE

AR

EM

CC



HY

DR

AU

LIC

FLO

WIN

SE

CO

ND

PR

IME

GE

AR



HY

DR

AU

LIC

FLO

WIN

SE

CO

ND

PR

IME

GE

AR

EM

CC



HY

DR

AU

LIC

FLO

WIN

DIR

EC

TG

EA

R



HY

DR

AU

LIC

FLO

WIN

DIR

EC

TG

EA

R(F

AIL

SA

FE

)



HY

DR

AU

LIC

FLO

WIN

DIR

EC

TG

EA

RE

MC

C



HY

DR

AU

LIC

FLO

WIN

FO

UR

TH



HY

DR

AU

LIC

FLO

WIN

FO

UR

TH

EM

CC



HY

DR

AU

LIC

FLO

WIN

MA

NU

AL

LOW

OR

AU

TOS

TIC

K1S

T



HY

DR

AU

LIC

FLO

WIN

MA

NU

AL

SE

CO

ND



HY

DR

AU

LIC

FLO

WIN

MA

NU

AL

SE

CO

ND

(FA

ILS

AF

E)



SPECIFICATIONSTRANSMISSION

GENERAL

Component Metric InchOutput Shaft End Play 0.22-0.55 mm 0.009-0.021

in.

Input Shaft End Play 0.46-0.89 mm 0.018-0.035in.

2C Clutch PackClearance

0.455-1.335mm

0.018-0.053in.

4C Clutch PackClearance

0.770-1.390mm

0.030-0.055in.

L/R Clutch PackClearance

1.00-1.74 mm 0.039-0.069in.

OD Clutch PackClearance

1.103-1.856mm

0.043-0.073in.

UD Clutch PackClearance

0.84-1.54 mm 0.033-0.061in.

Reverse Clutch PackClearance

0.81-1.24 mm 0.032-0.049in.

Recommended fluid MoparT ATF +4, AutomaticTransmission Fluid

GEAR RATIOS

1ST 3.00:1

2ND 1.67:1

2ND Prime 1.50:1

3RD 1.0:1

4TH 0.75:1

REVERSE 3.00:1

TORQUE SPECIFICATIONS

DESCRIPTION N·m Ft. Lbs. In. Lbs.Fitting, cooler line at trans 17.5 - 155

Bolt, torque convertor 31 23 -

Bolt/nut, crossmember 68 50 -

Bolt, driveplate to crankshaft 75 55 -

Bolt, oil pan 11.8 - 105

Screw, primary fluid filter 4.5 - 40

Bolt, oil pump 28.2 - 250

Bolt, oil pump body to cover 4.5 - 40

Screw, plate to oil pump body 4.5 - 40

Bolt, valve body to case 11.8 - 105

Plug, pressure test port 5.1 - 45

Bolt, reaction shaft support 11.8 - 105

Screw, valve body to transfer plate 5.6 - 50

Screw, solenoid module to transfer plate 5.7 - 50

Screw, accumulator cover 4.5 - 40

Screw, detent spring 4.5 - 40

Bolt, input speed sensor 11.8 - 105

Bolt, output speed sensor 11.8 - 105

Bolt, line pressure sensor 11.8 - 105

Bolt, extension housing 54 40 -

Valve, cooler return filter bypass 4.5 - 40

Screw, manual valve cam retaining 4.5 - 40

Bolt, manual lever 28.2 - 250



SPECIAL TOOLS

RFE TRANSMISSION

Gauge, Oil Pressure - C-3292

Gauge, Oil Pressure - C-3293SP

Dial Indicator - C-3339

Installer, Seal - C-3860-A

Compressor, Spring - 8249



Installer, Piston - 8252



Installer, Seal - 8253

Installer, Seal - 8254

Installer, Snap-ring - 8255

Stand, Support - 8257

Adapter, Pressure Tap - 8258-A

Adapter, Line Pressure - 8259

Fixture, Input Clutch Pressure - 8260

Plate, Alignment - 8261



End Play Set - 8266


Installer, Bearing - 8320

Wrench, Filter - 8321

Installer, Piston - 8504



4C RETAINER/BULKHEAD

DISASSEMBLY(1) Remove the 2C piston belleville spring snap-

ring from the 4C retainer /bulkhead (Fig. 66).(2) Remove the 2C piston Belleville spring from

the retainer/bulkhead (Fig. 66).(3) Remove the 2C piston from the retainer/bulk-

head. Use 20 psi of air pressure to remove the pistonif necessary.

(4) Remove the 4C clutch snap-ring from theretainer/bulkhead (Fig. 66).

(5) Remove the 4C clutch pack from the retainer/bulkhead (Fig. 66).

(6) Using Spring Compressor 8250 and a suitableshop press, compress the 4C piston return spring andremove the snap-ring (Fig. 66).

(7) Remove the 4C piston return spring and pistonfrom the retainer/bulkhead (Fig. 66). Use 20 psi ofair pressure to remove the piston if necessary.



(2) Install new seals on the 2C and 4C pistons(Fig. 66).

(3) Lubricate all seals with Mopart ATF +4 priorto installation.

(4) Install the 4C piston into the 4C retainer/bulk-head (Fig. 66).

(5) Position the 4C piston return spring onto the4C piston.

Fig. 66 4C Retainer/Bulkhead Components1 - SEAL 8 - REACTION PLATE2 - 2C PISTON 9 - SNAP-RING3 - PLATE 10 - RETURN SPRING4 - DISC 11 - SEAL5 - 2C BELLEVILLE SPRING 12 - 4C PISTON6 - SNAP-RING 13 - 4C RETAINER/BULKHEAD7 - SNAP-RING (SELECT)


(6) Using Spring Compressor 8250 and a suitableshop press, compress the 4C piston return spring andinstall the snap-ring (Fig. 67).

(7) Assemble and install the 4C clutch pack intothe retainer/bulkhead (Fig. 66) with the steel separa-tor plate against the piston.

(8) Install the 4C reaction plate and snap-ring intothe retainer/bulkhead (Fig. 66). The 4C reaction plateis non-directional.

(9) Measure the 4C clutch clearance. The correctclutch 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. 66).

(11) Position the 2C Belleville spring onto the 2Cpiston.

(12) Position the 2C Belleville spring snap-ringonto the 2C Belleville spring (Fig. 66).

(13) Using Spring Compressor 8249 and a suitableshop press (Fig. 68), compress the belleville springuntil the snap-ring is engaged with the snap-ringgroove 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.

INSTALLATION(1) Clean the adapter seal bore in the adapter

housing of any residue or particles remaining fromthe original seal.

(2) Install new oil seal in the adapter housingusing Seal Installer C-3860-A (Fig. 69). A properlyinstalled seal is flush to the face of the seal bore.

(3) Install the transfer case onto the transmission.

Fig. 67 Compress 4C Piston Return Spring UsingTool 8250

1 - PRESS2 - TOOL 8250

Fig. 68 Compress 2C Belleville Spring Using Tool8249

1 - PRESS2 - TOOL 8249

Fig. 69 Adapter Housing Seal Installation1 - TOOL C-3860-A


4C RETAINER/BULKHEAD (Continued)

BRAKE TRANSMISSION SHIFTINTERLOCK SYSTEM

DESCRIPTIONThe Brake Transmission Shift Interlock Sytem

(BTSI), consists of a Park-Interlock cable and a sole-noid mounted in the shift lever assembly. The Park-Interlock cable connects the automatic transmissionfloor mounted shifter to the steering column ignitionswitch.

OPERATIONThe system locks the shifter into the PARK posi-

tion. The interlock system is engaged whenever theignition switch is in the LOCK or ACCESSORY posi-tion. An additional electrically activated feature willprevent shifting out of the PARK position unless thebrake pedal is depressed approximately one-half aninch. A magnetic holding device in the shift leverassembly is energized when the ignition is in theRUN position. When the key is in the RUN positionand the brake pedal is depressed, the shifter isunlocked and will move into any position. The inter-lock system also prevents the ignition switch frombeing turned to the LOCK or ACCESSORY position,unless the shifter is fully locked into the PARK posi-tion.

DIAGNOSIS AND TESTING - BRAKETRANSMISSION SHIFT INTERLOCK SYSTEM

(1) Verify that the key can only be removed in thePARK position

(2) When the shift lever is in PARK And the shifthandle pushbutton is in the “OUT” position, the igni-tion key cylinder should rotate freely from OFF toLOCK. When the shifter is in any other gear or neu-tral position, the ignition key cylinder should notrotate to the LOCK position.

(3) Shifting out of PARK should not be possiblewhen the ignition key cylinder is in the OFF posi-tion.

(4) Shifting out of PARK should not be possiblewhile applying normal pushbutton force and ignitionkey cylinder is in the RUN or START positionsunless the foot brake pedal is depressed approxi-mately 1/2 inch (12mm).

(5) Shifting out of PARK should not be possiblewhen the ignition key cylinder is in the ACCESSORYor LOCK positions.

(6) Shifting between any gears, NEUTRAL or intoPARK may be done without depressing foot brakepedal with ignition switch in RUN or START posi-tions.

FLUID AND FILTER

DIAGNOSIS AND TESTING

DIAGNOSIS AND TESTING - EFFECTS OFINCORRECT FLUID LEVEL

A low fluid level allows the pump to take in airalong with the fluid. Air in the fluid will cause fluidpressures to be low and develop slower than normal.If the transmission is overfilled, the gears churn thefluid into foam. This aerates the fluid and causingthe same conditions occurring with a low level. Ineither case, air bubbles cause fluid overheating, oxi-dation and varnish buildup which interferes withvalve and clutch operation. Foaming also causes fluidexpansion which can result in fluid overflow from thetransmission vent or fill tube. Fluid overflow can eas-ily be mistaken for a leak if inspection is not careful.

DIAGNOSIS AND TESTING - CAUSES OFBURNT FLUID

Burnt, discolored fluid is a result of overheatingwhich has three primary causes.

(1) Internal clutch slippage, usually caused by lowline pressure, inadequate clutch apply pressure, orclutch seal failure.

(2) A result of restricted fluid flow through themain and/or auxiliary cooler. This condition is usu-ally the result of a faulty or improperly installeddrainback valve, a damaged main cooler, or severerestrictions in the coolers and lines caused by debrisor 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 thetransmission fluid if the vehicle is improperlyequipped. Such vehicles should have an auxiliarytransmission fluid cooler, a heavy duty cooling sys-tem, and the engine/axle ratio combination needed tohandle heavy loads.

DIAGNOSIS AND TESTING - FLUIDCONTAMINATION

Transmission fluid contamination is generally aresult of:

• adding incorrect fluid• failure to clean dipstick and fill tube when

checking level• engine coolant entering the fluid• 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 intransmission failure. The usual results are erraticshifts, slippage, abnormal wear and eventual failuredue to fluid breakdown and sludge formation. Avoidthis condition by using recommended fluids only.

The dipstick cap and fill tube should be wipedclean before checking fluid level. Dirt, grease andother foreign material on the cap and tube could fallinto the tube if not removed beforehand. Take thetime 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 remedyis to replace the radiator as the cooler in the radiatoris not a serviceable part. If coolant has circulatedthrough the transmission, an overhaul is necessary.

The torque converter should be replaced whenevera failure generates sludge and debris. This is neces-sary because normal converter flushing procedureswill not remove all contaminants.

STANDARD PROCEDURE

STANDARD PROCEDURE - FLUID LEVELCHECK

Low fluid level can cause a variety of conditionsbecause it allows the pump to take in air along withthe fluid. As in any hydraulic system, air bubblesmake the fluid spongy, therefore, pressures will below and build up slowly.

Improper filling can also raise the fluid level toohigh. When the transmssion has too much fluid, thegeartrain churns up foam and cause the same condi-tions which occur with a low fluid level.

In either case, air bubbles can cause overheatingand/or fluid oxidation, and varnishing. This caninterfere with normal valve, clutch, and accumulatoroperation. Foaming can also result in fluid escapingfrom the transmission vent where it may be mis-taken for a leak.

After the fluid has been checked, seat the dipstickfully 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 sureto wipe all dirt from dipstick handle before removing.

The torque converter fills in both the P (PARK)and N (NEUTRAL) positions. Place the selector leverin P (PARK) to be sure that the fluid level check isaccurate. The engine should be running at idlespeed for at least one minute, with the vehicleon level ground. At normal operating temperature(approximately 82 C. or 180 F.), the fluid level is cor-rect if it is in the HOT region (cross-hatched area) onthe oil level indicator. The fluid level will be approx-

imately at the upper COLD hole of the dipstick at70° F fluid temperature.

NOTE: Engine and Transmission should be at nor-mal operating temperature before performing thisprocedure.

(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. 70)(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 fullydrain from the fill tube into the transmission beforerechecking the fluid level.

(10) Check transmission for leaks.

STANDARD PROCEDURE - FLUID AND FILTERREPLACEMENT

For proper service intervals (Refer to LUBRICA-TION & MAINTENANCE/MAINTENANCE SCHED-ULES - DESCRIPTION).

REMOVAL(1) Hoist and support vehicle on safety stands.(2) Place a large diameter shallow drain pan

beneath the transmission pan.(3) Remove bolts holding front and sides of pan to

transmission.(4) Loosen bolts holding rear of pan to transmis-

sion.(5) Slowly separate front of pan away from trans-

mission allowing the fluid to drain into drain pan.(6) Hold up pan and remove remaining bolts hold-

ing pan to transmission.(7) While holding pan level, lower pan away from

transmission.(8) Pour remaining fluid in pan into drain pan.(9) Remove screw holding filter to valve body (Fig.

71).(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.


FLUID AND FILTER (Continued)

(12) If replacing the cooler return filter, use OilFilter Wrench 8321 to remove the filter from thetransmission.

(13) Dispose of used trans fluid and filter(s) prop-erly.

INSPECTIONInspect bottom of pan and magnet for excessive

amounts of metal. A light coating of clutch materialon the bottom of the pan does not indicate a problemunless accompanied by a slipping condition or shiftlag. If fluid and pan are contaminated with excessiveamounts of debris, refer to the diagnosis section ofthis 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 caseand the transmission pan.

Fig. 70 Transmission Fluid Temperature Chart

Fig. 71 Transmission Filters - 4X4 Shown1 - PRIMARY OIL FILTER2 - COOLER RETURN FILTER3 - COOLER RETURN FILTER BYPASS VALVE4 - VALVE BODY



INSTALLATION(1) Install a new primary oil filter seal in the oil

pump inlet bore. Seat the seal in the bore with thebutt end of a hammer, or other suitable tool.


(2) Place replacement filter in position on valvebody and into the oil pump.

(3) Install screw to hold filter to valve body (Fig.71). 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 thetransmission 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 - TRANSMISSIONFILL

To avoid overfilling transmission after a fluidchange or overhaul, perform the following procedure:

(1) Remove dipstick and insert clean funnel intransmission fill tube.

(2) Add following initial quantity of Mopart ATF+4 to transmission:

(a) If only fluid and filter were changed, add 10pints (5 quarts) of ATF +4 to transmission.

(b) If transmission was completely overhauled andthe torque converter was replaced or drained, add 24pints (12 quarts) of ATF +4 to transmission.(3) Check the transmission fluid (Refer to 21 -

TRANSMISSION/AUTOMATIC - RFE/FLUID -STANDARD PROCEDURE) and adjust as required.

GEARSHIFT CABLE

DIAGNOSIS AND TESTING - GEARSHIFTCABLE

(1) The floor shifter lever and gate positionsshould be in alignment with all transmission PARK,NEUTRAL, and gear detent positions.

(2) Engine starts must be possible with floor shiftlever in PARK or NEUTRAL gate positions only. Enginestarts must not be possible in any other gear position.

(3) With floor shift lever handle push-button notdepressed and lever in:

(a) PARK position - Apply forward force on cen-ter of handle and remove pressure. Engine startsmust be possible.

(b) PARK position - Apply rearward force on cen-ter of handle and remove pressure. Engine startsmust be possible.

(c) NEUTRAL position - Normal position. Enginestarts must be possible.

(d) NEUTRAL position - Engine running andbrakes applied, apply forward force on center ofshift handle. Transmission shall not be able to shiftfrom NEUTRAL to REVERSE.

REMOVAL(1) Shift transmission into PARK.(2) Raise vehicle.(3) Remove the shift cable eyelet from the trans-

mission manual shift lever (Fig. 72).(4) Remove shift cable from the cable support

bracket.

(5) Lower vehicle.(6) Remove necessary console parts for access to

shift lever assembly and shift cable. (Refer to 23 -BODY/INTERIOR/FLOOR CONSOLE - REMOVAL)

Fig. 72 Remove Shift Cables1 - TRANSFER CASE2 - TRANSFER CASE SHIFT CABLE3 - TRANSMISSION SHIFT CABLE4 - AUTOMATIC TRANSMISSION5 - TRANSFER CASE SHIFT CABLE BRACKET



(7) Disconnect cable at shift lever and shifterassembly bracket (Fig. 73).

(8) Remove the nuts holding the shift cable sealplate to the floor pan (Fig. 74).

(9) Pull cable through floor panel opening.(10) Remove shift cable from vehicle.

INSTALLATION(1) Route cable through hole in floor pan.(2) Install seal plate to studs in floor pan (Fig. 75).

(3) Install nuts to hold seal plate to floor pan.Tighten nuts to 7 N·m (65 in.lbs.).

(4) Install the shift cable to the shifter assemblybracket (Fig. 76). Push cable into the bracket untilsecure.

(5) Place the floor shifter lever in PARK position.(6) Loosen the adjustment screw on the shift cable.(7) Snap the shift cable onto the shift lever pin.

(8) Raise the vehicle.

Fig. 73 Transmission Shift Cable At Shifter1 - SHIFTER ASSEMBLY2 - GEARSHIFT CABLE3 - BTSI CABLE

Fig. 74 Transmission Shifter Assembly1 - SHIFTER ASSEMBLY2 - GEARSHIFT CABLE3 - PARK-INTERLOCK CABLE4 - SHIFT CABLE SEAL PLATE5 - FLOOR PAN




GEARSHIFT CABLE (Continued)

(9) Install the shift cable to the shift cable supportbracket (Fig. 77).

(10) Shift the transmission into PARK. PARK isthe rearmost detent position on the transmissionmanual shift lever.

(11) Snap the shift cable onto the transmissionmanual shift lever.

(12) Lower vehicle.(13) Verify that the shift lever is in the PARK posi-

tion.(14) Tighten the adjustment screw to 7 N·m (65

in.lbs.).(15) Verify correct shifter operation.(16) Install any console parts removed for access to

shift lever assembly and shift cable. (Refer to 23 -BODY/INTERIOR/FLOOR CONSOLE - INSTALLA-TION)

ADJUSTMENTS - GEARSHIFT CABLECheck adjustment by starting the engine in PARK

and NEUTRAL. Adjustment is CORRECT if theengine starts only in these positions. Adjustment isINCORRECT if the engine starts in one but not bothpositions. If the engine starts in any position otherthan PARK or NEUTRAL, or if the engine will notstart at all, the TRS may be faulty.

Gearshift Adjustment Procedure(1) Shift transmission into PARK.

(2) Remove floor console as necessary for access tothe shift cable adjustment. (Refer to 23 - BODY/IN-TERIOR/FLOOR CONSOLE - REMOVAL)

(3) Loosen the shift cable adjustment screw (Fig.78).

(4) Raise vehicle.(5) Unsnap cable eyelet from transmission shift

lever.(6) Verify transmission shift lever is in PARK

detent by moving lever fully rearward. Last rearwarddetent is PARK position.

(7) Verify positive engagement of transmissionpark lock by attempting to rotate propeller shaft.Shaft will not rotate when park lock is engaged.

(8) Snap cable eyelet onto transmission shift lever.(9) Lower vehicle(10) Tighten the shift cable adjustment screw to 7

N·m (65 in.lbs.).(11) Verify correct operation.(12) Install any floor console components removed

for access. (Refer to 23 - BODY/INTERIOR/FLOORCONSOLE - INSTALLATION)

Fig. 77 Install Shift Cable1 - TRANSFER CASE2 - TRANSFER CASE SHIFT CABLE3 - TRANSMISSION SHIFT CABLE4 - AUTOMATIC TRANSMISSION5 - TRANSFER CASE SHIFT CABLE BRACKET Fig. 78 Transmission Shift Cable At Shifter

1 - SHIFTER ASSEMBLY2 - GEARSHIFT CABLE3 - BTSI CABLE


GEARSHIFT CABLE (Continued)

HOLDING CLUTCHES

DESCRIPTIONThree hydraulically applied multi-disc clutches are

used to hold some planetary geartrain componentsstationary while the input clutches drive others. The2C, 4C, and Low/Reverse clutches are consideredholding clutches. The 2C and 4C clutches are locatedin the 4C retainer/bulkhead (Fig. 79), while the Low/Reverse clutch is located at the rear of the transmis-sion case (Fig. 80).

Fig. 79 2C and 4C Clutches1 - SEAL 8 - REACTION PLATE2 - 2C PISTON 9 - SNAP-RING3 - PLATE 10 - RETURN SPRING4 - DISC 11 - SEAL5 - 2C BELLEVILLE SPRING 12 - 4C PISTON6 - SNAP-RING 13 - 4C RETAINER/BULKHEAD7 - SNAP-RING (SELECT)


OPERATION

2C CLUTCHThe 2C clutch is hydraulically applied in second

gear by pressurized fluid against the 2C piston.When the 2C clutch is applied, the reverse sun gearassembly is held or grounded to the transmissioncase by holding the reaction planetary carrier.

4C CLUTCHThe 4C clutch is hydraulically applied in second

prime and fourth gear by pressurized fluid againstthe 4C clutch piston. When the 4C clutch is applied,

the reaction annulus gear is held or grounded to thetransmission case.

LOW/REVERSE CLUTCHThe Low/Reverse clutch is hydraulically applied in

park, reverse, neutral, and first gear, only at lowspeeds, by pressurized fluid against the Low/Reverseclutch piston. When the Low/Reverse clutch isapplied, the input annulus assembly is held orgrounded to the transmission case.

Fig. 80 Low/Reverse Clutch1 - SNAP-RING (SELECT) 8 - SEAL2 - REACTION PLATE 9 - BELLEVILLE SPRING3 - DISC 10 - RETAINER4 - PLATE 11 - SNAP-RING5 - L/R CLUTCH RETAINER 12 - OVERRUNNING CLUTCH6 - SEAL 13 - SNAP-RING7 - PISTON


HOLDING CLUTCHES (Continued)

INPUT CLUTCH ASSEMBLY

DESCRIPTIONThree hydraulically applied input clutches are used

to drive planetary components. The underdrive, over-drive, and reverse clutches are considered inputclutches and are contained within the input clutchassembly (Fig. 81) and (Fig. 82). The input clutchassembly also contains:

• Input shaft• Input hub• Clutch retainer• Underdrive piston• Overdrive/reverse piston

• Overdrive hub• Underdrive hub

OPERATIONThe three input clutches are responsible for driving

different components of the planetary geartrain.

UNDERDRIVE CLUTCHThe underdrive clutch is hydraulically applied in

first, second, second prime, and third (direct) gearsby pressurized fluid against the underdrive piston.When the underdrive clutch is applied, the under-drive hub drives the input sun gear.

Fig. 81 Input Clutch Assembly - Part 11 - INPUT CLUTCH HUB 11 - UD CLUTCH2 - O-RING SEALS 12 - PLATE3 - SEAL 13 - CLUTCH RETAINER4 - SNAP-RING 14 - SEAL5 - SNAP-RING 15 - OD/REV PISTON6 - UD BALANCE PISTON 16 - BELLEVILLE SPRING7 - SNAP-RING 17 - SNAP-RING8 - UD PISTON 18 - SEAL RINGS9 - SPRING 19 - INPUT SHAFT10 - DISC 20 - LUBRICATION CHECK VALVE AND SNAP-RING


Fig. 82 Input Clutch Assembly - Part 21 - BEARING NUMBER 3 10 - SNAP-RING (SELECT)2 - OD HUB/SHAFT 11 - PLATE3 - SNAP-RING (WAVE) 12 - DISC4 - REV/OD REACTION PLATE 13 - OD CLUTCH5 - BEARING NUMBER 4 14 - SNAP-RING (TAPERED)6 - SNAP-RING (FLAT) 15 - UD/OD REACTION PLATE7 - REVERSE HUB/SHAFT 16 - SNAP-RING (FLAT)8 - REVERSE CLUTCH 17 - UD HUB/SHAFT9 - REVERSE REACTION PLATE 18 - BEARING NUMBER 2


INPUT CLUTCH ASSEMBLY (Continued)

OVERDRIVE CLUTCHThe overdrive clutch is hydraulically applied in

third (direct) and fourth gears by pressurized fluidagainst the overdrive/reverse piston. When the over-drive clutch is applied, the overdrive hub drives thereverse carrier/input annulus assembly.

REVERSE CLUTCHThe reverse clutch is hydraulically applied in

reverse gear by pressurized fluid against the over-drive/reverse piston. When the reverse clutch isapplied, the reaction annulus gear is driven.

DISASSEMBLY(1) Remove the reverse reaction plate selective

snap-ring from the input clutch retainer (Fig. 83).(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. 83).

Fig. 83 Input Clutch Assembly - Part 21 - BEARING NUMBER 3 10 - SNAP-RING (SELECT)2 - OD HUB/SHAFT 11 - PLATE3 - SNAP-RING (WAVE) 12 - DISC4 - REV/OD REACTION PLATE 13 - OD CLUTCH5 - BEARING NUMBER 4 14 - SNAP-RING (TAPERED)6 - SNAP-RING (FLAT) 15 - UD/OD REACTION PLATE7 - REVERSE HUB/SHAFT 16 - SNAP-RING (FLAT)8 - REVERSE CLUTCH 17 - UD HUB/SHAFT9 - REVERSE REACTION PLATE 18 - BEARING NUMBER 2



(6) Remove the number 3 bearing from the under-drive hub.

(7) Remove the OD/reverse reaction plate snap-ring from the input clutch retainer.

(8) Remove the underdrive hub, overdrive clutch,and overdrive reaction plate from the input clutchretainer (Fig. 83).

NOTE: The overdrive friction discs and steel discsare thicker than the matching components in theunderdrive and reverse clutches.

(9) Remove the number 2 bearing from the inputclutch hub.

(10) Remove the overdrive clutch wave snap-ringfrom the input clutch retainer.

(11) Remove the UD/OD reaction plate taperedsnap-ring from the input clutch retainer.

(12) Remove the UD/OD reaction plate from theinput clutch retainer.

(13) Remove the UD/OD reaction plate flat snap-ring from the input clutch retainer (Fig. 83).

(14) Remove the underdrive clutch pack from theinput clutch retainer (Fig. 85).

(15) Using Spring Compressor 8251, compress theUD/OD balance piston and remove the snap-ringfrom the input clutch hub (Fig. 84).

(16) Remove the UD/OD balance piston and pistonreturn spring from the input clutch retainer (Fig. 85).

Fig. 84 Compressing UD/OD Balance Piston UsingTool 8251

1 - PRESS2 - TOOL 82513 - BALANCE PISTON



(17) Remove the underdrive piston from the inputclutch retainer (Fig. 85).

NOTE: Both the UD/OD balance piston and theunderdrive piston have seals molded onto them. Ifthe seal is damaged, do not attempt to install a newseal onto the piston. The piston/seal must bereplaced as an assembly.

(18) Remove the input clutch retainer taperedsnap-ring.

(19) Separate input clutch retainer from inputclutch hub.

(20) Separate OD/reverse piston from input clutchhub retainer (Fig. 85).

(21) Remove all seals and o-rings from the inputshaft and input hub. The o-rings on the input hubare color coded. Be sure to make note of which o-ringbelongs in which location.

ASSEMBLY(1) Install all new seals and o-rings onto the input

shaft and input hub. The o-rings on the input hubare color coded. Be sure to install the correct o-ringin the correct location.

(2) Check the transmission lubrication check valvelocated in the input shaft using shop air. The valveshould only allow air flow in one direction. If thevalve allows no air flow, or air flow in both direc-tions, the valve will need to be replaced.

Fig. 85 Input Clutch Assembly - Part 11 - INPUT CLUTCH HUB 11 - UD CLUTCH2 - O-RING SEALS 12 - PLATE3 - SEAL 13 - CLUTCH RETAINER4 - SNAP-RING 14 - SEAL5 - SNAP-RING 15 - OD/REV PISTON6 - UD BALANCE PISTON 16 - BELLEVILLE SPRING7 - SNAP-RING 17 - SNAP-RING8 - UD PISTON 18 - SEAL RINGS9 - SPRING 19 - INPUT SHAFT10 - DISC 20 - LUBRICATION CHECK VALVE AND SNAP-RING



(3) Lubricate all seals with Mopart ATF +4, Auto-matic Transmission Fluid, prior to installation.

(4) Assemble the OD/reverse piston onto the inputclutch hub (Fig. 86).

(5) Assemble the input clutch retainer onto theinput clutch hub.

Fig. 86 Input Clutch Assembly - Part I1 - INPUT CLUTCH HUB 11 - UD CLUTCH2 - O-RING SEALS 12 - PLATE3 - SEAL 13 - CLUTCH RETAINER4 - SNAP-RING 14 - SEAL5 - SNAP-RING 15 - OD/REV PISTON6 - UD BALANCE PISTON 16 - BELLEVILLE SPRING7 - SNAP-RING 17 - SNAP-RING8 - UD PISTON 18 - SEAL RINGS9 - SPRING 19 - INPUT SHAFT10 - DISC 20 - LUBRICATION CHECK VALVE AND SNAP-RING



(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 clutchretainer (Fig. 87) and onto the input clutch hub toguide the inner and outer underdrive piston sealsinto position.

(8) Install the underdrive piston into the inputclutch retainer and over the input clutch hub (Fig.86).

(9) Install the UD/OD balance piston return springpack into the input clutch retainer.

(10) Install Piston Guide 8252 into the inputclutch retainer (Fig. 88) to guide the UD/OD balancepiston seal into position inside the underdrive piston.

(11) Install the UD/OD balance piston into theinput clutch retainer and the underdrive piston.

(12) Using Spring Compressor 8251, compress theUD/OD return spring pack and secure the piston inplace with the snap-ring (Fig. 89).

(13) Install the underdrive clutch pack into theinput clutch retainer (Fig. 86).

Fig. 88 Install Balance Piston Using Tool 82521 - TOOL 8252

Fig. 89 Compressing UD/OD Balance Piston UsingTool 8251

1 - PRESS2 - TOOL 82513 - BALANCE PISTON

Fig. 87 Install Underdrive Piston Using Tool 85041 - TOOL 8504



(14) Install the UD/OD reaction plate lower flatsnap-ring (Fig. 90). The correct snap-ring can beidentified by the two tabbed ears.

(15) Install the UD/OD reaction plate into theinput clutch retainer. The reaction plate is to beinstalled with the big step down.

(16) Install the UD/OD reaction plate uppertapered snap-ring with tapered side up.

(17) Install the input clutch assembly into InputClutch Pressure Fixture 8260 (Fig. 91). Mount a dialindicator to the assembly, push down on the clutchdiscs and zero the indicator against the underdrive

clutch discs (Fig. 92). Apply 20 psi of air pressure tothe underdrive clutch and record the dial indicatorreading. Measure and record UD clutch pack mea-surement in four (4) places, 90° apart. Take averageof four measurements and compare with UD clutchpack clearance specification. The correct clutch clear-ance is 0.84-1.54 mm (0.033-0.061 in.). The reactionplate is not selective. If the clutch clearance is notwithin specification, replace the reaction plate alongwith all the friction and steel discs.

Fig. 90 Input Clutch Assembly - Part II1 - BEARING NUMBER 3 10 - SNAP-RING (SELECT)2 - OD HUB/SHAFT 11 - PLATE3 - SNAP-RING (WAVE) 12 - DISC4 - REV/OD REACTION PLATE 13 - OD CLUTCH5 - BEARING NUMBER 4 14 - SNAP-RING (TAPERED)6 - SNAP-RING (FLAT) 15 - UD/OD REACTION PLATE7 - REVERSE HUB/SHAFT 16 - SNAP-RING (FLAT)8 - REVERSE CLUTCH 17 - UD HUB/SHAFT9 - REVERSE REACTION PLATE 18 - BEARING NUMBER 2



(18) Install the overdrive clutch pack into theinput clutch retainer (Fig. 90). The overdrive steelseparator plates can be identified by the lack of thehalf-moon cuts in the locating tabs.

(19) Install the overdrive clutch wavy snap-ringwith the two tabbed ears into the input clutchretainer.

(20) Install the OD/reverse reaction plate into theinput clutch retainer. The reaction plate is non-direc-tional (Fig. 90).

(21) Install the OD/reverse reaction plate flatsnap-ring into the input clutch retainer.

(22) Mount a dial indicator to the assembly andzero the indicator against the OD/reverse reactionplate (Fig. 93). Apply 20 psi of air pressure to theoverdrive clutch and record the dial indicator read-ing. Measure and record OD clutch pack measure-ment in four (4) places, 90° apart. Take average offour measurements and compare with OD clutchpack clearance specification.Verify that the clutchclearance is 1.103-1.856 mm (0.043-0.073 in.). Thereaction plate is not selective. If the clutch clearanceis not within specification, replace the reaction platealong with all the friction and steel discs.

(23) Install the reverse clutch pack into the inputclutch retainer (Fig. 90).

(24) Install the reverse reaction plate into theinput clutch retainer.

(25) Install the reverse reaction plate selectivesnap-ring into the input clutch retainer.

(26) Mount a dial indicator to the assembly, pushdown on the clutch discs, pull up on the reactionplate to ensure the plate is properly seated and zerothe indicator against the reverse clutch discs (Fig.94). Apply 20 psi of air pressure to the reverse clutchand record the dial indicator reading. Measure andrecord Reverse clutch pack measurement in four (4)places, 90° apart. Take average of four measurementsand compare with Reverse clutch pack clearancespecification. The correct clutch clearance is 0.58-1.47

Fig. 91 Input Clutch Assembly Mounted on Tool8260

1 - INPUT CLUTCH ASSEMBLY2 - TOOL 8260

Fig. 92 Measuring UD Clutch Clearance1 - TOOL C-33392 - UNDERDRIVE CLUTCH PACK

Fig. 93 Measuring OD Clutch Clearance1 - TOOL C-33392 - OD/REV REACTION PLATE



mm (0.023-0.058 in.). Adjust as necessary. Install thechosen snap-ring and re-measure to verify selection.

(27) Remove the reverse clutch pack from theinput 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 inputclutch retainer.

(30) Install the number 3 bearing into the over-drive hub with the outer race against the hub withpetroleum jelly.

(31) Install the overdrive hub into the input clutchretainer.

(32) Install the number 4 bearing into the reversehub with outer race against the hub with petroleumjelly.

(33) Install the reverse hub into the input clutchretainer.

(34) Install the complete reverse clutch pack.(35) Install the reverse reaction plate and snap-

ring.(36) Push up on reaction plate to allow reverse

clutch to move freely.

INPUT SPEED SENSOR

DESCRIPTIONThe Input and Output Speed Sensors are two-wire

magnetic pickup devices that generate AC signals asrotation occurs. They are mounted in the left side of

the transmission case and are considered primaryinputs to the Transmission Control Module (TCM).

OPERATIONThe Input Speed Sensor provides information on

how fast the input shaft is rotating. As the teeth ofthe input clutch hub pass by the sensor coil, an ACvoltage is generated and sent to the TCM. The TCMinterprets this information as input shaft rpm.

The Output Speed Sensor generates an AC signalin a similar fashion, though its coil is excited by rota-tion of the rear planetary carrier lugs. The TCMinterprets this information as output shaft rpm.

The TCM compares the input and output speedsignals to determine the following:

• Transmission gear ratio• Speed ratio error detection• CVI calculationThe TCM also compares the input speed signal and

the engine speed signal to determine the following:• Torque converter clutch slippage• Torque converter element speed ratio

REMOVAL(1) Raise vehicle.(2) Place a suitable fluid catch pan under the

transmission.(3) Remove the wiring connector from the input

speed sensor (Fig. 95).(4) Remove the bolt holding the input speed sensor

to the transmission case.(5) Remove the input speed sensor from the trans-

mission case.

Fig. 94 Measuring Reverse Clutch Clearance1 - TOOL C-33392 - REVERSE CLUTCH PACK

Fig. 95 Input Speed Sensor1 - OUTPUT SPEED SENSOR2 - LINE PRESSURE SENSOR3 - 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 11.9N·m (105 in.lbs.).

(3) Install the wiring connector onto the inputspeed sensor

(4) Verify the transmission fluid level. Add fluid asnecessary.

(5) Lower vehicle.

LINE PRESSURE (LP) SENSOR

DESCRIPTIONThe TCM utilizes a closed-loop system to control

transmission line pressure. The system contains avariable force style solenoid, the Pressure ControlSolenoid, mounted on the side of the solenoid andpressure switch assembly. The solenoid is duty cyclecontrolled by the TCM to vent the unnecessary linepressure supplied by the oil pump back to the sump.The system also contains a variable pressure stylesensor, the Line Pressure Sensor, which is a directinput to the TCM. The line pressure solenoid moni-tors the transmission line pressure and completes thefeedback loop to the TCM. The TCM uses this infor-mation to adjust its control of the pressure controlsolenoid to achieve the desired line pressure.

OPERATIONThe 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 primaryinput to the calculation. The line pressure is set to apredetermined value during shifts and when thetransmission is in the PARK and NEUTRAL posi-tions. This is done to ensure consistent shift quality.During all other operation, the actual line pressure iscompared to the desired line pressure and adjust-ments are made to the pressure control solenoid dutycycle.


transmission.(3) Remove the wiring connector from the line

pressure sensor (Fig. 96).(4) Remove the bolt holding the line pressure sen-

sor to the transmission case.(5) Remove the line pressure sensor from the

transmission case.

INSTALLATION(1) Install the line pressure sensor into the trans-

mission case.(2) Install the bolt to hold the line pressure sensor


(3) Install the wiring connector onto the line pres-sure sensor


(5) Lower vehicle.

Fig. 96 Line Pressure Sensor1 - OUTPUT SPEED SENSOR2 - LINE PRESSURE SENSOR3 - INPUT SPEED SENSOR


INPUT SPEED SENSOR (Continued)

LOW/REVERSE CLUTCH

DISASSEMBLY(1) Remove the inner overrunning clutch snap-ring

from the low/reverse clutch retainer (Fig. 97).(2) Remove the outer low/reverse reaction plate

flat snap-ring (Fig. 97).(3) Remove the low/reverse clutch and the over-

running clutch from the low/reverse clutch retaineras an assembly (Fig. 97).

(4) Separate the low/reverse clutch from the over-running clutch.

Fig. 97 Low/Reverse Clutch Assembly1 - SNAP-RING (SELECT) 8 - SEAL2 - REACTION PLATE 9 - BELLEVILLE SPRING3 - DISC 10 - RETAINER4 - PLATE 11 - SNAP-RING5 - L/R CLUTCH RETAINER 12 - OVERRUNNING CLUTCH6 - SEAL 13 - SNAP-RING7 - PISTON


(5) Remove the overrunning clutch snap-ring (Fig.98).

(6) Remove the spacer from the overrunning clutch(Fig. 98).

(7) Separate the inner and outer races of the over-running clutch (Fig. 98).

(8) Remove the overrunning clutch lower snap-ring(Fig. 98).

(9) Using Spring Compressor 8285 and a suitableshop press (Fig. 99), compress the low/reverse pistonBelleville spring and remove the split retaining ringholding the Belleville spring into the low/reverseclutch retainer.

(10) Remove the low/reverse clutch Bellevillespring and piston from the low/reverse clutchretainer. Use 20 psi of air pressure to remove the pis-ton if necessary.

CLEANINGClean the overrunning clutch assembly, clutch cam,

and low-reverse clutch retainer. Dry them with com-pressed air after cleaning.

INSPECTIONInspect condition of each clutch part after cleaning.

Replace the overrunning clutch roller and springassembly 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 theclutch race, roller surface or inside diameter isscored, worn or damaged.

ASSEMBLY(1) Check the bleed orifice to ensure that it is not

plugged or restricted.(2) Install a new seal on the low/reverse piston.

Lubricate the seal with Mopart ATF +4, AutomaticTransmission Fluid, prior to installation.

(3) Install the low/reverse piston into the low/re-verse clutch retainer.

(4) Position the low/reverse piston Belleville springon the low/reverse piston.

(5) Using Spring Compressor 8285 and a suitableshop press (Fig. 99), compress the low/reverse pistonBelleville spring and install the split retaining ringto hold the Belleville spring into the low/reverseclutch retainer.

(6) Install the lower overrunning clutch snap-ring(Fig. 98).

(7) Assemble the inner and outer races of the over-running clutch (Fig. 98).

(8) Position the overrunning clutch spacer on theoverrunning clutch.

(9) Install the upper overrunning clutch snap-ring(Fig. 98).

(10) Assemble and install the low/reverse clutchpack into the low/reverse clutch retainer (Fig. 97).

(11) Install the low/reverse reaction plate into thelow/reverse clutch retainer (Fig. 97). The reactionplate is directional and must be installed with theflat side down.

(12) Install the low/reverse clutch pack snap-ring(Fig. 97). The snap-ring is selectable and should bechosen to give the correct clutch pack clearance.

Fig. 98 Overrunning Clutch1 - SNAP-RING2 - OUTER RACE3 - OVERRUNNING CLUTCH4 - SPACER

Fig. 99 Compress Low/Reverse Belleville SpringUsing Tool 8285

1 - PRESS2 - TOOL 82853 - BELLEVILLE SPRING


LOW/REVERSE CLUTCH (Continued)

(13) Measure the low/reverse clutch pack clearanceand adjust as necessary. The correct clutch clearanceis 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 indexsplines are aligned with the retainer.

(15) Install the overrunning clutch inner snap-ring.

OIL PUMP

DESCRIPTIONThe oil pump (Fig. 100) is located at the front of

the transmission inside the bell housing and behindthe transmission front cover. The oil pump consists oftwo independent pumps (Fig. 101), a number ofvalves (Fig. 102), a front seal (Fig. 103), and a bolton reaction shaft. The converter clutch switch andregulator valves, pressure regulator valve, and con-verter pressure limit valve are all located in the oilpump valve body.

OPERATIONAs the torque converter rotates, the converter hub

rotates the oil pump drive gear. As the drive gearrotates both driven gears, a vacuum is created whenthe gear teeth come out of mesh. This suction drawsfluid through the pump inlet from the oil pan. As thegear teeth come back into mesh, pressurized fluid isforced into the pump outlet and to the oil pumpvalves.

At low speeds, both sides of the pump supply fluidto the transmission. As the speed of the torque con-

verter increases, the flow from both sides increasesuntil the flow from the primary side alone is suffi-cient to meet system demands. At this point, thecheck valve located between the two pumps closes.The secondary side is shut down and the primaryside supplies all the fluid to the transmission.

CONVERTER CLUTCH SWITCH VALVEThe converter clutch switch valve is used to control

the hydraulic pressure supplied to the front (OFF)side of the torque converter clutch.

Fig. 100 Oil Pump1 - OIL PUMP TO CASE BOLT (6)2 - OIL PUMP

Fig. 101 Oil Pump Gears1 - PUMP HOUSING2 - DRIVE GEAR3 - DRIVEN GEARS

Fig. 102 Oil Pump Valves1 - TORQUE CONVERTER CLUTCH ACCUMULATOR VALVE2 - TORQUE CONVERTER CLUTCH CONTROL VALVE3 - TORQUE CONVERTER CLUTCH SWITCH VALVE4 - PUMP VALVE BODY5 - PRESSURE REGULATOR VALVE6 - TORQUE CONVERTER CLUTCH LIMIT VALVE


LOW/REVERSE CLUTCH (Continued)

CONVERTER CLUTCH REGULATOR VALVEThe 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 VALVEThe torque converter limit valve serves to limit the

available line pressure to the torque converter clutch.

STANDARD PROCEDURE - OIL PUMP VOLUMECHECK

Measuring the oil pump output volume will deter-mine if sufficient oil flow to the transmission oilcooler exists, and whether or not an internal trans-mission failure is present.

Verify that the transmission fluid is at the properlevel. Refer to the Fluid Level Check procedure inthis section. If necessary, fill the transmission to theproper level with Mopart ATF +4, Automatic Trans-mission Fluid.

(1) Disconnect the To cooler line at the coolerinlet 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 shiftselector in neutral. Verify that the transmission fluidtemperature is below 104.5° C (220° F) for this test.

Fig. 103 Oil Pump Reaction Shaft1 - PUMP HOUSING 4 - SEAL RING (5)2 - SEAL 5 - REACTION SHAFT SUPPORT3 - OIL FILTER SEAL 6 - PUMP VALVE BODY


OIL PUMP (Continued)

(3) If one quart of transmission fluid is collected inthe 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 collectone quart of fluid, refer to the Hydraulic Pressuretests 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. 104).

(2) Remove the reaction shaft support from the oilpump (Fig. 104).

(3) Remove all bolts holding the oil pump halvestogether (Fig. 104).

(4) Using suitable prying tools, separate the oilpump sections by inserting the tools in the suppliedareas and prying the halves apart.

NOTE: The oil pump halves are aligned to eachother through the use of two dowels. Be sure to pryupward evenly to prevent damage to the oil pumpcomponents.

Fig. 104 Oil Pump Assembly1 - PUMP HOUSING 4 - SEAL RING (5)2 - SEAL 5 - REACTION SHAFT SUPPORT3 - OIL FILTER SEAL 6 - PUMP VALVE BODY



(5) Remove the screws holding the separator plateonto the oil pump body (Fig. 105).

(6) Remove the separator plate from the oil pumpbody (Fig. 105).

(7) Mark all gears for location. The gears areselect fit and if the oil pump is to be reused, thegears must be returned to their original locations.

(8) Remove the oil pump gears from the oil pumpcase (Fig. 105).

(9) Remove the oil pump valve retainers and asso-ciated valve and spring one at a time (Fig. 106) (Fig.107). Mark the combination of components as agroup and tag them as to the location from whichthey were removed.

CLEANINGClean pump and support components with solvent

and dry them with compressed air.

INSPECTIONCheck condition of the seal rings and thrust

washer on the reaction shaft support. The seal ringsdo not need to be replaced unless cracked, broken, orseverely worn.

Inspect the pump and support components. Replacethe pump or support if the seal ring grooves ormachined surfaces are worn, scored, pitted, or dam-aged. Replace the pump gears if pitted, wornchipped, or damaged.

Fig. 105 Oil Pump Housing and Gears1 - SEPARATOR PLATE 5 - DOWEL (2)2 - DRIVEN GEAR (2) 6 - DRIVE GEAR3 - CHECK VALVE 7 - SCREW4 - PUMP HOUSING



Inspect the pump reaction shaft support bushings.Replace either bushing only if heavily worn, scored ordamaged. It is not necessary to replace the bushingsunless they are actually damaged.

Inspect the valves and plugs for scratches, burrs,nicks, or scores. Minor surface scratches on steelvalves and plugs can be removed with crocus clothbut do not round off the edges of the valve orplug lands. Maintaining sharpness of these edges isvitally important. The edges prevent foreign matterfrom lodging between the valves and plugs and thebore.

Inspect all the valve and plug bores in the oil pumpcover. Use a penlight to view the bore interiors. Replacethe oil pump if any bores are distorted or scored.Inspect all of the valve springs. The springs must befree of distortion, warpage or broken coils.

Trial fit each valve and plug in its bore to checkfreedom of operation. When clean and dry, the valvesand plugs should drop freely into the bores.

ASSEMBLY(1) Clean and inspect all components. Make sure

that all passages are thoroughly cleaned and are freefrom dirt or debris. Make sure that all valves movefreely in their proper bore. Make sure that all gearpockets and bushings are free from excessive wear

and scoring. Replace the oil pump if any excessivewear or scoring is found.

(2) Coat the gears with Mopart ATF +4 and installinto their original locations.

(3) Lubricate the oil pump valves with MopartATF +4 and install the valve, spring and retainerinto the appropriate oil pump valve body bore (Fig.106) (Fig. 107).

(4) Place the separator plate onto the oil pumpbody (Fig. 105).

(5) Install the screws to hold the separator plateonto the oil pump body (Fig. 105). Tighten the screwsto 4.5 N·m (40 in.lbs.).

(6) Position the oil pump cover onto the locatingdowels (Fig. 104).

(7) Seat the two oil pump halves together andinstall all bolts finger tight.

(8) Torque all bolts down slowly starting in thecenter and working outward. The correct torque is4.5 N·m (40 in.lbs.).

(9) Verify that the oil pump gears rotate freely andsmoothly.

(10) Position the reaction shaft support into the oilpump (Fig. 104).

(11) Install and torque the bolts to hold the reac-tion shaft support to the oil pump (Fig. 104). The cor-rect torque is 12 N·m (105 in.lbs.).

Fig. 106 Oil Pump Valve Body1 - T/C REGULATOR VALVE2 - T/C LIMIT VALVE3 - REGULATOR VALVE4 - OIL PUMP VALVE BODY

Fig. 107 T/C Switch Valve1 - RETAINER2 - T/C SWITCH VALVE3 - OIL PUMP VALVE BODY



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. 108).

OUTPUT SPEED SENSOR

DESCRIPTIONThe Input and Output Speed Sensors are two-wire

magnetic pickup devices that generate AC signals asrotation occurs. They are mounted in the left side ofthe transmission case and are considered primaryinputs to the Transmission Control Module (TCM).

OPERATIONThe Input Speed Sensor provides information on

how fast the input shaft is rotating. As the teeth ofthe input clutch hub pass by the sensor coil, an ACvoltage is generated and sent to the TCM. The TCMinterprets this information as input shaft rpm.

The Output Speed Sensor generates an AC signalin a similar fashion, though its coil is excited by rota-tion of the rear planetary carrier lugs. The TCMinterprets this information as output shaft rpm.

The TCM compares the input and output speedsignals to determine the following:

• Transmission gear ratio• Speed ratio error detection• CVI calculationThe TCM also compares the input speed signal and

the engine speed signal to determine the following:• Torque converter clutch slippage• Torque converter element speed ratio


transmission.(3) Remove the wiring connector from the output

speed sensor (Fig. 109).(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(1) Install the output speed sensor into the trans-

mission case.(2) Install the bolt to hold the output speed sensor


(3) Install the wiring connector onto the outputspeed sensor


(5) Lower vehicle.

Fig. 108 Install Oil Pump Front Seal1 - TOOL C-3860-A

Fig. 109 Output Speed Sensor1 - OUTPUT SPEED SENSOR2 - LINE PRESSURE SENSOR3 - INPUT SPEED SENSOR


OVERDRIVE SWITCH

DESCRIPTIONThe overdrive OFF (control) switch is located in

the shifter handle. The switch is a momentary con-tact device that signals the PCM to toggle currentstatus of the overdrive function.

OPERATIONAt key-on, fourth gear operation is allowed. Press-

ing the switch once causes the overdrive OFF modeto be entered and the overdrive OFF switch lamp tobe illuminated. Pressing the switch a second timecauses normal overdrive operation to be restored andthe overdrive lamp to be turned off. The overdriveOFF mode defaults to ON after the ignition switch iscycled OFF and ON. The normal position for the con-trol switch is the ON position. The switch must be inthis position to energize the solenoids and allowupshifts to fourth gear. The control switch indicatorlight illuminates only when the overdrive switch isturned to the OFF position, or when illuminated bythe transmission control module.

PARK - INTERLOCK CABLE

REMOVAL(1) Lower the steering column.(2) With the ignition switch in the “RUN” position

depress the park-interlock cable locking tab, locatedon top of the cable connector (Fig. 110) at the steer-ing column and pull the cable straight out.

(3) Remove the park-interlock cable from steeringcolumn.

(4) Remove the floor console and related trim.(Refer to 23 - BODY/INTERIOR/FLOOR CONSOLE -REMOVAL)

(5) Disconnect the park-interlock cable from theshift lever assembly and remove the cable from theshifter assembly bracket (Fig. 111).

(6) Release the park-interlock cable from anyremaining clips.

(7) Remove park-interlock cable from the vehicle.

INSTALLATION

NOTE: The gearshift cable must be secured intoposition and properly adjusted before the installa-tion of the Park-Interlock Cable.

(1) Push the park-interlock cable straight into thesquare mounting hole in the steering column untilcable snaps in place (Fig. 112).

(2) Snap park-interlock cable tie strap into hole insteering column tube.

(3) Route cable to the shifter mechanism.(4) Install the cable end fitting into shifter lever

(Fig. 113).(5) Snap cable adjuster ears into floor shifter

bracket.(6) Place the ignition key cylinder in the LOCK

position.(7) Push the cable adjuster lock clamp downward

to lock it.

Fig. 110 Park-Interlock Cable1 - IGNITION LOCK2 - LOCK TAB3 - CABLE END

Fig. 111 Shift Cables At Shifter1 - SHIFTER ASSEMBLY2 - GEARSHIFT CABLE3 - BTSI CABLE


(8) Test the park-interlock cable operation.(9) Install the floor console and related trim.

(Refer to 23 - BODY/INTERIOR/FLOOR CONSOLE -INSTALLATION)

ADJUSTMENTS - PARK-INTERLOCK CABLEThe park-interlock cable is part of the Brake

Transmission Shift Interlock (BTSI) system. Correctcable adjustment is important to proper interlockoperation. The gear shift and park lock cables mustboth be correctly adjusted in order to shift out ofPARK.

(1) Remove floor console as necessary for access tothe park-interlock cable. (Refer to 23 - BODY/INTE-RIOR/FLOOR CONSOLE - REMOVAL)

(2) Shift the transmission into the PARK position.(3) Turn ignition switch to LOCK position. Be

sure ignition key cylinder is in the LOCK posi-tion. Cable will not adjust correctly in anyother position.

(4) Pull cable lock button up to release cable (Fig.114).

(5) Ensure that the cable is free to self-adjust bypushing cable rearward and releasing.

(6) Push lock button down until it snaps in place.(7) Verify proper operation. (Refer to 21 - TRANS-

MISSION/TRANSAXLE/AUTOMATIC - 45RFE/545RFE/SHIFT INTERLOCK SYSTEM -DIAGNOSIS AND TESTING)

Fig. 112 Brake/Park Interlock Cable1 - IGNITION LOCK2 - LOCK TAB3 - CABLE END




PARK - INTERLOCK CABLE (Continued)

PISTONS

DESCRIPTIONThere are several sizes and types of pistons used in

an automatic transmission. Some pistons are used toapply clutches. They all have in common the factthat they are round or circular in shape, locatedwithin a smooth walled cylinder, which is closed atone end and converts fluid pressure into mechanicalmovement. The fluid pressure exerted on the pistonis contained within the system through the use ofpiston rings or seals.

OPERATIONThe principal which makes this operation possible

is known as Pascal’s Law. Pascal’s Law can be statedas: “Pressure on a confined fluid is transmittedequally in all directions and acts with equal force onequal areas.”

PRESSUREPressure (Fig. 115) 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. onthe floor, the pressure exerted by the block is: 100lbs. 100 in or 1 pound per square inch, or PSI as it iscommonly referred to.

PRESSURE ON A CONFINED FLUIDPressure is exerted on a confined fluid (Fig. 116) by

applying a force to some given area in contact withthe fluid. A good example of this is a cylinder filledwith fluid and equipped with a piston that is closelyfitted to the cylinder wall. If a force is applied to thepiston, pressure will be developed in the fluid. Ofcourse, no pressure will be created if the fluid is notconfined. It will simply “leak” past the piston. Theremust be a resistance to flow in order to create pres-sure. Piston sealing is extremely important inhydraulic operation. Several kinds of seals are usedto accomplish this within a transmission. Theseinclude but are not limited to O-rings, D-rings, lipseals, sealing rings, or extremely close tolerancesbetween the piston and the cylinder wall. The forceexerted is downward (gravity), however, the principleremains the same no matter which direction is taken.The pressure created in the fluid is equal to the forceapplied, divided by the piston area. If the force is 100lbs., and the piston area is 10 sq. in., then the pres-sure created equals 10 PSI. Another interpretation ofPascal’s Law is that regardless of container shape orsize, the pressure will be maintained throughout, aslong as the fluid is confined. In other words, thepressure in the fluid is the same everywhere withinthe container.

Fig. 115 Force and Pressure Relationship

Fig. 116 Pressure on a Confined Fluid


FORCE MULTIPLICATIONUsing the 10 PSI example used in the illustration

(Fig. 117), a force of 1000 lbs. can be moved with aforce of only 100 lbs. The secret of force multiplica-tion in hydraulic systems is the total fluid contactarea employed. The illustration, (Fig. 117), shows anarea that is ten times larger than the original area.The pressure created with the smaller 100 lb. inputis 10 PSI. The concept “pressure is the same every-where” means that the pressure underneath thelarger piston is also 10 PSI. Pressure is equal to theforce applied divided by the contact area. Therefore,by means of simple algebra, the output force may befound. This concept is extremely important, as it isalso used in the design and operation of all shiftvalves and limiting valves in the valve body, as wellas the pistons, of the transmission, which activatethe clutches and bands. It is nothing more thanusing a difference of area to create a difference inpressure to move an object.

PISTON TRAVELThe relationship between hydraulic lever and a

mechanical lever is the same. With a mechanicallever it’s a weight-to-distance output rather than apressure-to-area output. Using the same forces andareas as in the previous example, the smaller piston(Fig. 118) has to move ten times the distancerequired to move the larger piston one inch. There-fore, for every inch the larger piston moves, thesmaller piston moves ten inches. This principle istrue in other instances also. A common garage floorjack is a good example. To raise a car weighing 2000lbs., an effort of only 100 lbs. may be required. Forevery inch the car moves upward, the input piston atthe jack handle must move 20 inches downward.

Fig. 117 Force MultiplicationFig. 118 Piston Travel


PISTONS (Continued)

PLANETARY GEARTRAIN

DESCRIPTIONThe 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. 119).• Reverse (Fig. 120).• Input (Fig. 120).

OPERATION

REACTION PLANETARY GEARTRAINThe reaction planetary carrier and reverse sun

gear of the reaction planetary geartrain are a singlecomponent which is held by the 2C clutch whenrequired. The reaction annulus gear is a stand alonecomponent that can be driven by the reverse clutch

or held by the 4C clutch. The reaction sun gear isdriven by the overdrive clutch.

REVERSE PLANETARY GEARTRAINThe reverse planetary geartrain is the middle of

the three planetary sets. The reverse planetary car-rier can be driven by the overdrive clutch asrequired. The reverse planetary carrier is alsosplined to the input annulus gear, which can be heldby the low/reverse clutch. The reverse planetaryannulus, input planetary carrier, and output shaftare all one piece.

Fig. 119 Reaction Planetary Geartrain1 - BEARING NUMBER 8 5 - BEARING NUMBER 72 - BEARING NUMBER 9 6 - THRUST PLATE (SELECT)3 - REACTION PLANETARY CARRIER 7 - BEARING NUMBER 64 - REACTION SUN GEAR 8 - REACTION ANNULUS


INPUT PLANETARY GEARTRAINThe input sun gear of the input planetary

geartrain is driven by the underdrive clutch.

DISASSEMBLY(1) Remove the snap-ring holding the input annu-

lus into the input carrier (Fig. 121).(2) Remove the input annulus from the input car-

rier (Fig. 121).(3) Remove the number 9 bearing from the reverse

planetary carrier. Note that this planetary carrierhas four pinion gears.

(4) Remove the reverse planetary gear carrier (Fig.121).

(5) Remove the number 10 bearing from the inputsun gear (Fig. 121).

(6) Remove the input sun gear from the input car-rier (Fig. 121).

(7) Remove the number 11 bearing from the inputcarrier (Fig. 121).

CLEANINGClean the planetary components in solvent and dry

them with compressed air.

INSPECTIONCheck sun gear and driving shell condition.

Replace the gear if damaged or if the bushings arescored or worn. The bushings are not serviceable.Replace the driving shell if worn, cracked or dam-aged.

Replace planetary gear sets if gears, pinion pins, orcarrier are damaged in any way. Replace the annulusgears and supports if either component is worn ordamaged.

Replace the output shaft if the machined surfacesare scored, pitted, or damaged in any way. Alsoreplace the shaft if the splines are damaged, orexhibits cracks at any location.

Fig. 120 Reverse/Input Planetary Geartrain1 - SNAP-RING 5 - INPUT PLANETARY CARRIER2 - BEARING NUMBER 10 6 - INPUT SUN GEAR3 - BEARING NUMBER 11 7 - REVERSE PLANETARY CARRIER4 - INPUT ANNULUS


PLANETARY GEARTRAIN (Continued)



(2) Install the number 11 bearing into the inputplanetary carrier so that the inner race will betoward the front of the transmission (Fig. 121).

(3) Install the input sun gear into the input carrier(Fig. 121).

(4) Install the number 10 bearing onto the rear ofthe reverse planetary carrier with the inner racetoward the carrier (Fig. 121).

(5) Install the number 9 bearing onto the front ofthe reverse planetary carrier with the outer racetoward the carrier and the inner race facing upward(Fig. 121).

(6) Install the reverse planetary gear carrier intothe input carrier (Fig. 121).

(7) Install the input annulus gear into the inputcarrier (Fig. 121).

(8) Install the snap-ring to hold the input annulusgear into the input carrier (Fig. 121).

Fig. 121 Reverse/Input Planetary Carrier Assembly1 - SNAP-RING 5 - INPUT PLANETARY CARRIER2 - BEARING NUMBER 10 6 - INPUT SUN GEAR3 - BEARING NUMBER 11 7 - REVERSE PLANETARY CARRIER4 - INPUT ANNULUS


PLANETARY GEARTRAIN (Continued)

SHIFT MECHANISM

DESCRIPTIONThe gear shift mechanism provides six shift posi-

tions which are:• Park (P)• Reverse (R)• Neutral (N)• Drive (D)• Manual second (2)• Manual low (1)

OPERATIONMANUAL 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 THIRDand OVERDRIVE FOURTH gear ranges. The shiftinto OVERDRIVE FOURTH gear range occurs onlyafter the transmission has completed the shift into DTHIRD gear range. No further movement of the shiftmechanism is required to complete the 3-4 shift.

The FOURTH gear upshift occurs automaticallywhen the overdrive selector switch is in the ON posi-tion. No upshift to FOURTH gear will occur if any ofthe following are true:

• The transmission fluid temperature is below 10°C (50° F) or above 121° C (250° F).

• The shift to THIRD is not yet complete.• Vehicle speed is too low for the 3-4 shift to occur.Upshifts into FOURTH will be delayed when the

transmission fluid temperature is below 4.5° C (40°F) or above 115.5° C (240° F).

REMOVAL(1) Remove any necessary console parts for access

to shift lever assembly and shifter cables. (Refer to23 - BODY/INTERIOR/FLOOR CONSOLE -REMOVAL)

(2) Shift transmission into PARK.(3) Disconnect the transmission shift cable at shift

lever and shifter assembly bracket (Fig. 122).(4) Disconnect the park-interlock cable from the

shifter lever and the shifter assembly bracket.(5) Disengage all wiring connectors from the

shifter assembly.(6) Remove all nuts holding the shifter assembly to

the floor pan (Fig. 123).(7) Remove the shifter assembly from the vehicle.




INSTALLATION(1) Install shifter assembly onto the shifter assem-

bly studs on the floor pan.(2) Install the nuts to hold the shifter assembly

onto the floor pan. Tighten nuts to 28 N·m (250in.lbs.).

(3) Install wiring harness to the shifter assemblybracket. Engage any wire connectors removed fromthe shifter assembly.

(4) Install the park-interlock cable into the shifterassembly bracket and into the shifter lever.

(5) Install the shift cable to the shifter assemblybracket. Push cable into the bracket until secure.

(6) Place the floor shifter lever in park position.(7) Loosen the adjustment screw on the shift cable.(8) Snap the shift cable onto the shift lever pin.(9) Verify that the shift lever is in the PARK posi-

tion.(10) Tighten the adjustment screw to 7 N·m (65

in.lbs.).(11) Verify correct shifter operation.(12) Verify proper BTSI operation.(Refer to 21 -

TRANSMISSION/TRANSAXLE/AUTOMATIC -45RFE/545RFE/SHIFT INTERLOCK SYSTEM -DIAGNOSIS AND TESTING) Adjust the park-inter-lock cable as necessary. (Refer to 21 - TRANSMIS-SION/TRANSAXLE/AUTOMATIC - 45RFE/545RFE/SHIFT INTERLOCK CABLE - ADJUSTMENTS)

(13) Install any console parts removed for access toshift lever assembly and shift cables. (Refer to 23 -BODY/INTERIOR/FLOOR CONSOLE - INSTALLA-TION)

SOLENOID SWITCH VALVE

DESCRIPTIONThe 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.

OPERATIONThe Solenoid Switch Valve controls line pressure

from the LR-TCC solenoid. In 1st gear, the SSV willbe in the downshifted position, thus directing fluid tothe L/R clutch circuit. In 2nd, 3rd, and 4th, the sole-noid switch valve will be in the upshifted positionand directs the fluid into the torque converter clutch(TCC) circuit.

When shifting into 1st gear, a special hydraulicsequence is performed to ensure SSV movement intothe downshifted position. The L/R pressure switch ismonitored to confirm SSV movement. If the move-ment is not confirmed (the L/R pressure switch doesnot close), 2nd gear is substituted for 1st. A DTC will

be set after three unsuccessful attempts are made toget into 1st gear in one given key start.

SOLENOIDS

DESCRIPTIONThe typical electrical solenoid used in automotive

applications is a linear actuator. It is a device thatproduces motion in a straight line. This straight linemotion can be either forward or backward in direc-tion, and short or long distance.

A solenoid is an electromechanical device that usesa magnetic force to perform work. It consists of a coilof wire, wrapped around a magnetic core made fromsteel or iron, and a spring loaded, movable plunger,which performs the work, or straight line motion.

The solenoids used in transmission applicationsare attached to valves which can be classified as nor-mally open or normally closed. The normallyopen solenoid valve is defined as a valve whichallows hydraulic flow when no current or voltage isapplied to the solenoid. The normally closed sole-noid valve is defined as a valve which does not allowhydraulic flow when no current or voltage is appliedto the solenoid. These valves perform hydraulic con-trol functions for the transmission and must there-fore be durable and tolerant of dirt particles. Forthese reasons, the valves have hardened steel pop-pets and ball valves. The solenoids operate the valvesdirectly, which means that the solenoids must havevery high outputs to close the valves against the siz-able flow areas and line pressures found in currenttransmissions. Fast response time is also necessaryto ensure accurate control of the transmission.

The strength of the magnetic field is the primaryforce that determines the speed of operation in a par-ticular solenoid design. A stronger magnetic field willcause the plunger to move at a greater speed than aweaker one. There are basically two ways to increasethe force of the magnetic field:

1. Increase the amount of current applied to thecoil 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 completelyfill the available space within the solenoid housing.The strength of the spring and the length of theplunger also contribute to the response speed possi-ble by a particular solenoid design.

A solenoid can also be described by the method bywhich it is controlled. Some of the possibilitiesinclude variable force, pulse-width modulated, con-stant ON, or duty cycle. The variable force and pulse-width modulated versions utilize similar methods tocontrol the current flow through the solenoid to posi-


SHIFT MECHANISM (Continued)

tion the solenoid plunger at a desired position some-where between full ON and full OFF. The constantON and duty cycled versions control the voltageacross the solenoid to allow either full flow or no flowthrough the solenoid’s valve.

OPERATIONWhen an electrical current is applied to the sole-

noid coil, a magnetic field is created which producesan attraction to the plunger, causing the plunger tomove and work against the spring pressure and theload applied by the fluid the valve is controlling. Theplunger is normally directly attached to the valvewhich it is to operate. When the current is removedfrom the coil, the attraction is removed and theplunger will return to its original position due tospring pressure.

The plunger is made of a conductive material andaccomplishes this movement by providing a path forthe magnetic field to flow. By keeping the air gapbetween the plunger and the coil to the minimumnecessary to allow free movement of the plunger, themagnetic field is maximized.

TORQUE CONVERTER

DESCRIPTIONThe torque converter (Fig. 124) is a hydraulic

device that couples the engine crankshaft to thetransmission. The torque converter consists of anouter shell with an internal turbine, a stator, anoverrunning clutch, an impeller and an electronicallyapplied converter clutch. The converter clutch pro-vides reduced engine speed and greater fuel economy

when engaged. Clutch engagement also providesreduced transmission fluid temperatures. The torqueconverter hub drives the transmission oil (fluid)pump and contains an o-ring seal to better control oilflow.

The torque converter is a sealed, welded unit thatis not repairable and is serviced as an assembly.

CAUTION: The torque converter must be replaced ifa transmission failure resulted in large amounts ofmetal or fiber contamination in the fluid.

Fig. 124 Torque Converter Assembly1 - TURBINE ASSEMBLY2 - STATOR3 - CONVERTER HUB4 - O-RING5 - IMPELLER ASSEMBLY6 - CONVERTER CLUTCH PISTON7 - TURBINE HUB


SOLENOIDS (Continued)

IMPELLERThe impeller (Fig. 125) is an integral part of the

converter housing. The impeller consists of curvedblades placed radially along the inside of the housingon the transmission side of the converter. As the con-verter housing is rotated by the engine, so is theimpeller, because they are one and the same and arethe driving members of the system.

Fig. 125 Impeller1 - ENGINE FLEXPLATE 4 - ENGINE ROTATION2 - OIL FLOW FROM IMPELLER SECTION INTO TURBINESECTION

5 - ENGINE ROTATION

3 - IMPELLER VANES AND COVER ARE INTEGRAL


TORQUE CONVERTER (Continued)

TURBINEThe turbine (Fig. 126) is the output, or driven,

member of the converter. The turbine is mountedwithin the housing opposite the impeller, but is notattached to the housing. The input shaft is insertedthrough the center of the impeller and splined intothe turbine. The design of the turbine is similar tothe impeller, except the blades of the turbine arecurved in the opposite direction.

Fig. 126 Turbine1 - TURBINE VANE 4 - PORTION OF TORQUE CONVERTER COVER2 - ENGINE ROTATION 5 - ENGINE ROTATION3 - INPUT SHAFT 6 - OIL FLOW WITHIN TURBINE SECTION



STATORThe stator assembly (Fig. 127) is mounted on a sta-

tionary shaft which is an integral part of the oilpump. The stator is located between the impeller andturbine within the torque converter case (Fig. 128).The stator contains an over-running clutch, whichallows 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 thetorque converter is operational.

TORQUE CONVERTER CLUTCH (TCC)The TCC (Fig. 129) was installed to improve the

efficiency of the torque converter that is lost to theslippage of the fluid coupling. Although the fluid cou-pling provides smooth, shock-free power transfer, it isnatural for all fluid couplings to slip. If the impellerand turbine were mechanically locked together, azero slippage condition could be obtained. A hydraulicpiston 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 transmis-sion and buffer the powertrain against torsionalvibrations, the TCM can duty cycle the L/R-CC Sole-noid to achieve a smooth application of the torqueconverter clutch. This function, referred to as Elec-tronically Modulated Converter Clutch (EMCC) canoccur at various times depending on the followingvariables:

• Shift lever position• Current gear range• Transmission fluid temperature• Engine coolant temperature• Input speed• Throttle angle• Engine speed

Fig. 127 Stator Components1 - CAM (OUTER RACE)2 - ROLLER3 - SPRING4 - INNER RACE

Fig. 128 Stator Location1 - STATOR2 - IMPELLER3 - FLUID FLOW4 - TURBINE

Fig. 129 Torque Converter Clutch (TCC)1 - IMPELLER FRONT COVER2 - THRUST WASHER ASSEMBLY3 - IMPELLER4 - STATOR5 - TURBINE6 - PISTON7 - FRICTION DISC



OPERATIONThe converter impeller (Fig. 130) (driving member),

which is integral to the converter housing and boltedto the engine drive plate, rotates at engine speed.The converter turbine (driven member), which reactsfrom fluid pressure generated by the impeller, rotatesand turns the transmission input shaft.

TURBINEAs the fluid that was put into motion by the impel-

ler blades strikes the blades of the turbine, some ofthe energy and rotational force is transferred into theturbine and the input shaft. This causes both of them(turbine and input shaft) to rotate in a clockwisedirection 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 theimpeller. If the fluid is not redirected before it strikesthe impeller, it will strike the impeller in such adirection that it would tend to slow it down.

STATORTorque multiplication is achieved by locking the

stator’s over-running clutch to its shaft (Fig. 131).Under stall conditions (the turbine is stationary), theoil leaving the turbine blades strikes the face of thestator blades and tries to rotate them in a counter-clockwise direction. When this happens the over-run-

ning clutch of the stator locks and holds the statorfrom rotating. With the stator locked, the oil strikesthe 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 maximumtorque multiplication of about 2.4:1. As the turbinebegins to match the speed of the impeller, the fluidthat was hitting the stator in such as way as tocause it to lock-up is no longer doing so. In this con-dition of operation, the stator begins to free wheeland 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 thestator is freewheeling, providing no torque multipli-cation. By applying the turbine’s piston and frictionmaterial to the front cover, a total converter engage-ment can be obtained. The result of this engagementis a direct 1:1 mechanical link between the engineand the transmission.

The clutch can be engaged in second, third, andfourth gear ranges depending on overdrive controlswitch position. If the overdrive control switch is inthe normal ON position, the clutch will engage afterthe shift to fourth gear. If the control switch is in the

Fig. 130 Torque Converter Fluid Operation - Typical1 - APPLY PRESSURE 3 - RELEASE PRESSURE2 - THE PISTON MOVES SLIGHTLY FORWARD 4 - THE PISTON MOVES SLIGHTLY REARWARD



OFF position, the clutch will engage after the shift tothird gear.

The TCM controls the torque converter by way ofinternal logic software. The programming of the soft-ware provides the TCM with control over the L/R-CCSolenoid. There are four output logic states that canbe applied as follows:

• No EMCC• Partial EMCC• Full EMCC• Gradual-to-no EMCC

NO EMCCUnder No EMCC conditions, the L/R Solenoid is

OFF. There are several conditions that can result inNO EMCC operations. No EMCC can be initiateddue to a fault in the transmission or because theTCM does not see the need for EMCC under currentdriving conditions.

PARTIAL EMCCPartial EMCC operation modulates the L/R Sole-

noid (duty cycle) to obtain partial torque converterclutch application. Partial EMCC operation is main-tained until Full EMCC is called for and actuated.During Partial EMCC some slip does occur. PartialEMCC will usually occur at low speeds, low load andlight throttle situations.

FULL EMCCDuring Full EMCC operation, the TCM increases

the L/R Solenoid duty cycle to full ON after PartialEMCC control brings the engine speed within the

desired slip range of transmission input speed rela-tive to engine rpm.

GRADUAL-TO-NO EMCCThis 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.

CAUTION: Verify that transmission is secure on thelifting device or work surface, the center of gravityof the transmission will shift when the torque con-verter is removed creating an unstable condition.The torque converter is a heavy unit. Use cautionwhen separating the torque converter from thetransmission.

(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.

INSTALLATIONCheck converter hub and drive flats for sharp

edges, burrs, scratches, or nicks. Polish the hub andflats with 320/400 grit paper or crocus cloth if neces-sary. Verify that the converter hub o-ring is properlyinstalled and is free from debris. The hub must besmooth to avoid damaging the pump seal at installa-tion.

(1) Lubricate oil pump seal lip with transmissionfluid.

(2) Place torque converter in position on transmis-sion.

CAUTION: Do not damage oil pump seal or con-verter hub o-ring while inserting torque converterinto the front of the transmission.

(3) Align torque converter to oil pump seal open-ing.

(4) Insert torque converter hub into oil pump.(5) While pushing torque converter inward, rotate

converter until converter is fully seated in the oilpump gears.

Fig. 131 Stator Operation1 - DIRECTION STATOR WILL FREE WHEEL DUE TO OILPUSHING ON BACKSIDE OF VANES2 - FRONT OF ENGINE3 - INCREASED ANGLE AS OIL STRIKES VANES4 - DIRECTION STATOR IS LOCKED UP DUE TO OIL PUSHINGAGAINST STATOR VANES



(6) Check converter seating with a scale andstraightedge (Fig. 132). Surface of converter lugsshould be at least 13 mm (1/2 in.) to rear of straight-edge when converter is fully seated.

(7) If necessary, temporarily secure converter withC-clamp attached to the converter housing.

(8) Install the transmission in the vehicle.(9) Fill the transmission with the recommended

fluid.

TRANSMISSION CONTROLRELAY

DESCRIPTIONThe relay is supplied fused B+ voltage, energized

by the TCM, and is used to supply power to the sole-noid pack when the transmission is in normal oper-ating mode.

OPERATIONWhen the relay is “off”, no power is supplied to the

solenoid pack and the transmission is in “limp-in”mode. After a controller reset, the TCM energizes therelay. Prior to this, the TCM verifies that the con-tacts are open by checking for no voltage at theswitched battery terminals. After this is verified, thevoltage at the solenoid pack pressure switches ischecked. After the relay is energized, the TCM mon-itors the terminals to verify that the voltage isgreater than 3 volts.

TRANSMISSION RANGESENSOR

DESCRIPTIONThe Transmission Range Sensor (TRS) is part of

the solenoid module, which is mounted to the top ofthe valve body inside the transmission.

The Transmission Range Sensor (TRS) has fiveswitch contact pins that:

• Determine shift lever position• Supply ground to the Starter Relay in Park and

Neutral only.• Supply +12 V to the backup lamps in Reverse

only.The TRS also has an integrated temperature sen-

sor (thermistor) that communicates transmissiontemperature to the TCM and PCM.

OPERATIONThe Transmission Range Sensor (TRS) communi-

cates shift lever position to the TCM as a combina-tion of open and closed switches. Each shift leverposition has an assigned combination of switch states(open/closed) that the TCM receives from four sensecircuits. The TCM interprets this information anddetermines the appropriate transmission gear posi-tion and shift schedule.

There are many possible combinations of open andclosed switches (codes). Seven of these possible codesare related to gear position and five are recognizedas “between gear” codes. This results in many codeswhich should never occur. These are called“invalid” codes. An invalid code will result in a DTC,and the TCM will then determine the shift leverposition based on pressure switch data. This allowsreasonably normal transmission operation with aTRS failure.

GEAR C5 C4 C3 C2 C1

Park CL OP OP CL CL

Temp 1 CL OP OP CL OP

Reverse OP OP OP CL OP

Temp 2 OP OP CL CL OP

Neutral 1 OP OP CL CL CL

Neutral 2 OP CL CL CL CL

Temp 3 OP CL CL CL OP

Drive OP CL CL OP OP

Temp 4 OP CL OP OP OP

Manual 2 CL CL OP OP OP

Temp 5 CL OP OP OP OP

Manual 1 CL OP CL OP OP

Fig. 132 Checking Torque Converter Seating-Typical1 - SCALE2 - STRAIGHTEDGE



TRANSMISSION SOLENOID/TRS ASSEMBLY

DESCRIPTIONThe transmission solenoid/TRS assembly is inter-

nal to the transmission and mounted on the valvebody assembly (Fig. 133). The assembly consists ofsix solenoids that control hydraulic pressure to thesix friction elements (transmission clutches), and thetorque converter clutch. The pressure control sole-noid is located on the side of the solenoid/TRS assem-bly. The solenoid/TRS assembly also contains fivepressure switches that feed information to the TCM.

OPERATION

SOLENOIDSSolenoids are used to control the L/R, 2C, 4C, OD,

and UD friction elements. The reverse clutch is con-trolled by line pressure and the position of the man-ual valve in the valve body. All the solenoids arecontained within the Solenoid and Pressure SwitchAssembly. The solenoid and pressure switch assemblycontains one additional solenoid, Multi-Select (MS),which serves primarily to provide 2nd and 3rd gearlimp-in operation.

The solenoids receive electrical power from theTransmission Control Relay through a single wire.The TCM energizes or operates the solenoids individ-ually by grounding the return wire of the solenoid asnecessary. When a solenoid is energized, the solenoidvalve shifts, and a fluid passage is opened or closed(vented or applied), depending on its default operat-ing state. The result is an apply or release of a fric-tional element.

The MS and UD solenoids are normally applied toallow transmission limp-in in the event of an electri-cal failure.

The continuity of the solenoids and circuits areperiodically tested. Each solenoid is turned on or offdepending on its current state. An inductive spikeshould be detected by the TCM during this test. If nospike is detected, the circuit is tested again to verifythe failure. In addition to the periodic testing, thesolenoid circuits are tested if a speed ratio or pres-sure switch error occurs.

PRESSURE SWITCHESThe TCM relies on five pressure switches to moni-

tor fluid pressure in the L/R, 2C, 4C, UD, and ODhydraulic circuits. The primary purpose of theseswitches is to help the TCM detect when clutch cir-cuit hydraulic failures occur. The switches close at 23psi and open at 11 psi, and simply indicate whetheror not pressure exists. The switches are continuouslymonitored by the TCM for the correct states (open orclosed) in each gear as shown in the following chart:

GEAR L/R 2C 4C UD OD

R OP OP OP OP OP

P/N CL OP OP OP OP

1ST CL* OP OP CL OP

2ND OP CL OP CL OP

2NDPRIME

OP OP CL CL OP

D OP OP OP CL CL

FOURTH OP OP CL OP CL

*L/R is closed if output speed is below 100 rpm inDrive and Manual 2. L/R is open in Manual 1.

A Diagnostic Trouble Code (DTC) will set if theTCM senses any switch open or closed at the wrongtime in a given gear.

Fig. 133 Transmission Solenoid/TRS Assembly1 - PRESSURE CONTROL SOLENOID2 - TRANSMISSION RANGE SELECTOR PLATE3 - 23-WAY CONNECTOR4 - SOLENOID PACK5 - TRANSMISSION RANGE SENSOR6 - VALVE BODY


REMOVAL(1) Remove the valve body from the transmission

(Fig. 134).

(2) Remove the screws holding the transmissionsolenoid/TRS assembly onto the valve body (Fig. 135).

(3) Separate the transmission solenoid/TRS assem-bly from the valve body.

INSTALLATION(1) Place TRS selector plate in the PARK position.(2) Position the transmission solenoid/TRS assem-

bly onto the valve body. Be sure that both alignmentdowels are fully seated in the valve body and thatthe TRS switch contacts are properly positioned inthe selector plate

(3) Install the screws to hold the transmissionsolenoid/TRS assembly onto the valve body.

(4) Tighten the solenoid assembly screws adjacentto the arrows cast into the bottom of the valve bodyfirst. Tighten the screws to 5.7 N·m (50 in.lbs.).

(5) Tighten the remainder of the solenoid assemblyscrews to 5.7 N·m (50 in.lbs.).

(6) Install the valve body into the transmission.

TRANSMISSIONTEMPERATURE SENSOR

DESCRIPTIONThe transmission temperature sensor is a ther-

mistor that is integral to the Transmission RangeSensor (TRS).

OPERATIONThe transmission temperature sensor is used by

the TCM to sense the temperature of the fluid in thesump. Since fluid temperature can affect transmis-sion shift quality and convertor lock up, the TCMrequires this information to determine which shiftschedule to operate in.

Calculated TemperatureA failure in the temperature sensor or circuit will

result in calculated temperature being substituted foractual temperature. Calculated temperature is a pre-dicted fluid temperature which is calculated from acombination of inputs:

• Battery (ambient) temperature• Engine coolant temperature• In-gear run time since start-up

Fig. 134 Valve Body Bolts1 - VALVE BODY TO CASE BOLT (6)

Fig. 135 Ttransmission Solenoid/TRS AssemblyScrews

1 - SOLENOID PACK BOLTS (15)


TRANSMISSION SOLENOID/TRS ASSEMBLY (Continued)

VALVE BODY

DESCRIPTIONThe valve body consists of a cast aluminum valve

body, a separator plate, and a transfer plate. Thevalve body contains valves and check balls that con-trol fluid delivery to the torque converter clutch,bands, and frictional clutches. The valve body con-tains the following components (Fig. 136) and (Fig.137):

• Solenoid switch valve• Manual valve• Low/reverse switch valve• 5 Accumulators• 7 check balls

OPERATION

NOTE: Refer to the Hydraulic Schematics for avisual aid in determining valve location, operationand design.

SOLENOID SWITCH VALVEThe Solenoid Switch Valve (SSV) controls the direc-

tion of the transmission fluid when the L/R-TCC sole-noid is energized.

Fig. 136 Valve Body Components1 - LOW/REVERSE ACCUMULATOR 6 - OVERDRIVE ACCUMULATOR2 - LOW/REVERSE SWITCH VALVE 7 - UNDERDRIVE ACCUMULATOR3 - UPPER VALVE BODY 8 - 4C ACCUMULATOR4 - MANUAL VALVE 9 - 2C ACCUMULATOR5 - SOLENOID SWITCH VALVE

Fig. 137 Check Ball Locations


When shifting into 1st gear, a special hydraulicsequence is performed to ensure SSV movement intothe downshifted position. The L/R pressure switch ismonitored to confirm SSV movement. If the move-ment is not confirmed (the L/R pressure switch doesnot close), 2nd gear is substituted for 1st. A DTC willbe set after three unsuccessful attempts are made toget into 1st gear in one given key start.

MANUAL VALVEThe manual valve is a relay valve. The purpose of

the manual valve is to direct fluid to the correct cir-cuit needed for a specific gear or driving range. Themanual valve, as the name implies, is manually oper-ated by the driver with a lever located on the top ofthe valve body. The valve is connected mechanicallyby a cable to the gearshift mechanism. The valve isheld in each of its positions by a roller detent spring(Fig. 138) that engages the “roostercomb” of the TRSselector plate.

LOW/REVERSE SWITCH VALVEThe low/reverse switch valve allows the low/reverse

clutch to be operated by either the LR/CC solenoid orthe MS solenoid.

REMOVALThe valve body can be removed for service without

having to remove the transmission assembly.The valve body can be disassembled for cleaning

and inspection of the individual components. (Referto 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC- 45RFE/VALVE BODY - DISASSEMBLY)

(1) Shift transmission into PARK.(2) Raise vehicle.(3) Disconnect wires at the solenoid and pressure

switch assembly connector.(4) Position drain pan under transmission oil pan.(5) Remove transmission oil pan.(6) Remove the primary oil filter from valve body.

(Fig. 139)

(7) Remove bolts attaching valve body to transmis-sion case (Fig. 140).

(8) Lower the valve body and work the electricalconnector out of transmission case.

(9) Separate the valve body from the transmission.

Fig. 138 TRS Selector Plate and Detent Spring1 - TRS SELECTOR PLATE2 - DETENT SPRING3 - CLUTCH PASSAGE SEALS

Fig. 139 Remove Primary Oil Filter1 - PRIMARY OIL FILTER2 - COOLER RETURN FILTER3 - COOLER RETURN FILTER BYPASS VALVE4 - VALVE BODY

Fig. 140 Valve Body Bolts1 - VALVE BODY TO CASE BOLT (6)


VALVE BODY (Continued)

DISASSEMBLY(1) Remove the screws holding the solenoid and

pressure switch assembly to the valve body (Fig.141). Do not remove the screws on the top of the sole-noid and pressure switch assembly.

(2) Separate the solenoid and pressure switchassembly from the valve body.

(3) Remove the screw holding the detent spring(Fig. 142) onto the valve body.

(4) Remove the detent spring from the valve body.(5) Remove the TRS selector plate from the valve

body and the manual valve.(6) Remove the clutch passage seals from the valve

body, if necessary.

Fig. 141 Solenoid and Pressure Switch AssemblyScrews

1 - SOLENOID PACK BOLTS (15)

Fig. 142 Valve Body External Components1 - TRS SELECTOR PLATE2 - DETENT SPRING3 - CLUTCH PASSAGE SEALS



(7) Remove the screws holding the accumulatorcover onto the valve body (Fig. 143).

(8) Remove the accumulator springs and pistonsfrom the valve body. Note which accumulator pistonand spring belong in each location.

(9) Place the valve body on the bench with thetransfer plate upward.

NOTE: The valve body contains seven check balls.The transfer plate must be placed upward to pre-vent losing the check balls when the transfer plateis removed from the valve body.

(10) Remove the screws holding the valve body tothe valve body transfer plate.

(11) Remove the transfer plate from the valvebody. Note the location of all check balls (Fig. 144).

(12) Remove the check balls from the valve body.

Fig. 143 Valve Body Components1 - LOW/REVERSE ACCUMULATOR 6 - OVERDRIVE ACCUMULATOR2 - LOW/REVERSE SWITCH VALVE 7 - UNDERDRIVE ACCUMULATOR3 - UPPER VALVE BODY 8 - 4C ACCUMULATOR4 - MANUAL VALVE 9 - 2C ACCUMULATOR5 - SOLENOID SWITCH VALVE

Fig. 144 Check Ball Locations



(13) Remove the retainers securing the solenoidswitch valve, manual valve, and the low/reverseswitch valve into the valve body and remove theassociated valve and spring. Tag each valve andspring combination with location information to aidin assembly. (Fig. 145)

CLEANINGClean the valve housings, valves, plugs, springs,

and separator plates with a standard parts cleaningsolution only. Do not use gasoline, kerosene, or anytype of caustic solution. (Fig. 146)

Do not immerse any of the electrical components incleaning solution. Clean the electrical components bywiping them off with dry shop towels only.

Dry all except the electrical parts with compressedair. Make sure all passages are clean and free fromobstructions. Do not use rags or shop towels todry or wipe off valve body components. Lintfrom these materials can stick to valve bodyparts, interfere with valve operation, and clogfilters and fluid passages.

Fig. 145 Valve Body Components1 - SOLENOID SWITCH VALVE2 - MANUAL VALVE3 - LOW REVERSE SWITCH VALVE4 - LOW REVERSE ACCUMULATOR5 - 2ND CLUTCH ACCUMULATOR6 - UNDERDRIVE ACCUMULATOR7 - OVERDRIVE ACCUMULATOR8 - 4TH CLUTCH ACCUMULATOR9 - CHECK BALLS (7)




INSPECTIONInspect all of the valve body mating surfaces for

scratches, nicks, burrs, or distortion. Use a straight-edge to check surface flatness. Minor scratches maybe removed with crocus cloth using only very lightpressure.

Minor distortion of a valve body mating surfacemay be corrected by smoothing the surface with asheet of crocus cloth. Position the crocus cloth on asurface plate, sheet of plate glass or equally flat sur-face. If distortion is severe or any surfaces areheavily scored, the valve body will have to bereplaced.

Inspect the valves and plugs (Fig. 147) forscratches, burrs, nicks, or scores. Minor surfacescratches on steel valves and plugs can be removedwith crocus cloth but do not round off the edgesof the valve or plug lands. Maintaining sharpnessof these edges is vitally important. The edges preventforeign matter from lodging between the valves andplugs and the bore.

Inspect all the valve and plug bores in the valvebody. Use a penlight to view the bore interiors.Replace the valve body if any bores are distorted orscored. Inspect all of the valve body springs. Thesprings must be free of distortion, warpage or brokencoils.

Trial fit each valve and plug in its bore to checkfreedom of operation. When clean and dry, the valvesand plugs should drop freely into the bores.

Valve body bores do not change dimensionally withuse. If the valve body functioned correctly when new,it will continue to operate properly after cleaning andinspection. It should not be necessary to replace avalve body assembly unless it is damaged in han-dling.

Inspect all the accumulator bores in the valve body.Use a penlight to view the bore interiors. Replace thevalve body if any bores are distorted or scored.Inspect all of the accumulator springs. The springsmust be free of distortion, warpage or broken coils.

Inspect all the fluid seals on the valve body (Fig.148). Replace any seals that are cracked, distorted, ordamaged in any way. These seals pass fluid pressuredirectly to the clutches. Any pressure leak at thesepoints, may cause transmission performance prob-lems.


Fig. 148 Valve Body Seals1 - UNDERDRIVE ACCUMULATOR (2 SPRINGS)2 - 4TH CLUTCH ACCUMULATOR (2 SPRINGS)3 - 2ND CLUTCH ACCUMULATOR (2 SPRINGS)4 - LOW REVERSE ACCUMULATOR (2 SPRINGS)5 - LOW/REVERSE PASSAGE SEAL6 - 2ND CLUTCH PASSAGE SEAL7 - 4TH CLUTCH PASSAGE SEAL8 - OVERDRIVE ACCUMULATOR (1 SPRING)



ASSEMBLY(1) Lubricate valves, springs, and the housing

valve bores with clean transmission fluid.(2) Install solenoid switch valve, manual valve,

and the low/reverse switch valve into the valve body.(3) Install the retainers to hold each valve into the

valve body.(4) Install the valve body check balls into their

proper locations.(5) Position the transfer plate onto the valve body.(6) Install the screws to hold the transfer plate to

the valve body. Tighten the screws to 5.6 N·m (50 in.lbs.).

(7) Install the accumulator pistons and springsinto the valve body in the location from which theywere removed. Note that all accumulators except theoverdrive have two springs. The overdrive accumula-tor piston has only one spring.

(8) Position the accumulator cover onto the valvebody.

(9) Install the screws to hold the accumulatorcover onto the valve body. Tighten the screws to 4.5N·m (40 in. lbs.).

(10) Install the TRS selector plate onto the valvebody and the manual valve.

(11) Install the solenoid and pressure switchassembly onto the valve body.

(12) Install the screws to hold the solenoid andpressure switch assembly onto the valve body.Tighten the screws to 5.7 N·m (50 in. lbs.). Tightenthe screws adjacent to the arrows cast into the bot-tom of the transfer plate first.

(13) Position the detent spring onto the valve body.(14) Install the screw to hold the detent spring

onto the valve body. Tighten the screw to 4.5 N·m (40in. lbs.).

(15) Install new clutch passage seals onto thevalve body, if necessary

INSTALLATION(1) Check condition of seals on valve body and the

solenoid and pressure switch assembly. Replace sealsif cut or worn.

(2) Place TRS selector plate in the PARK position.(3) Place the transmission in the PARK position.(4) Lubricate seal on the solenoid and pressure

switch assembly connector with petroleum jelly.(5) Position valve body in transmission and align

the manual lever on the valve body to the pin on thetransmission manual shift lever.

(6) Seat valve body in case and install one or twobolts to hold valve body in place.

(7) Tighten valve body bolts alternately and evenlyto 12 N·m (105 in. lbs.) torque.

(8) Install a new primary oil filter seal in the oilpump inlet bore. Seat the seal in the bore with thebutt end of a hammer, or other suitable tool.


(9) Place replacement filter in position on valvebody and into the oil pump.

(10) Install screw to hold filter to valve body.Tighten screw to 4.5 N·m (40 in. lbs.) torque.

(11) Connect the solenoid and pressure switchassembly connector.

(12) Install oil pan. Tighten pan bolts to 12 N·m(105 in. lbs.) torque.

(13) Lower vehicle and fill transmission withMopart ATF +4.

(14) Check and adjust gearshift cable, if necessary.



45rfe automatic transmission

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