2004 57 Hemi Trans 45rfe

OIL PUMP FRONT SEAL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 436
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 436
OUTPUT SPEED SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 436
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 436
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 436
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 437
TOW/HAUL OVERDRIVE SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 437
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 437
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 437
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 438
PISTONS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 438
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 438
PLANETARY GEARTRAIN
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 440
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 441
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 442
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 442
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 442
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 443
SHIFT MECHANISM
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 444
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 444
SOLENOID SWITCH VALVE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 444
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 444
SOLENOIDS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 444
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 445
TORQUE CONVERTER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 445
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 449
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 450
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 451
TRANSMISSION CONTROL RELAY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 451
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 451
TRANSMISSION RANGE SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 451
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 451
TRANSMISSION SOLENOID/TRS ASSEMBLY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 452
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 452
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 453
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 454
TRANSMISSION TEMPERATURE SENSOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 454
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 454
VALVE BODY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 454
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 454
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 456
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 457
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 459
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 460
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 461
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 463
AUTOMATIC TRANSMISSION -
45RFE/545RFE
DESCRIPTION
The 45RFE/545RFE automati c transmi ssi ons i s a
sophi sti cated, mul ti -range, el ectroni cal l y control l ed
transmi ssi on whi ch combi nes opti mi zed gear rati os
for responsi ve performance, state of the art effi ci ency
features and l ow NVH. Other features i ncl ude dri ver
adapti ve shi fti ng and three pl anetary gear sets to
provi de wi de rati o capabi l i ty wi th preci se rati o steps
for opti mum dri veabi l i ty. The three pl anetary gear
sets al so make avai l abl e a uni que al ternate second
gear rati o. The pri mary 2nd gear rati o fi ts between
1st and 3rd gears for normal through-gear accel era-
ti ons. The al ternate second gear rati o (2pri me) al l ows
smoother 4-2 ki ckdowns at hi gh speeds to provi de
2nd gear passi ng performance over a wi der hi ghway
crui si ng range.
The hydraul i c porti on of the transmi ssi on consi sts
of the transmi ssi on fl ui d, fl ui d passages, hydraul i c
val ves, and vari ous l i ne pressure control components.
The pri mary mechani cal components of the trans-
mi ssi on consi st of the fol l owi ng:
Three mul ti pl e di sc i nput cl utches
Three mul ti pl e di sc hol di ng cl utches
Fi ve hydraul i c accumul ators
Three pl anetary gear sets
Dual Stage Hydraul i c oi l pump
Val ve body
Sol enoi d pack
The TCM i s the heart or brai n of the el ectroni c
control system and rel i es on i nformati on from vari -
ous di rect and i ndi rect i nputs (sensors, swi tches, etc.)
to determi ne dri ver demand and vehi cl e operati ng
condi ti ons. Wi th thi s i nformati on, the TCM can cal -
cul ate and perform ti mel y and qual i ty shi fts through
vari ous output or control devi ces (sol enoi d pack,
transmi ssi on control rel ay, etc.).
21 - 350 AUTOMATIC TRANSMISSION - 45RFE/545RFE DR
TRANSMISSION IDENTIFICATION
Transmi ssi on i denti fi cati on numbers are stamped
on the l eft si de of the case just above the oi l pan
seal i ng surface (Fi g. 1). Refer to thi s i nformati on
when orderi ng repl acement parts. A l abel i s attached
to the transmi ssi on case above the stamped numbers.
The l abel gi ves addi ti onal i nformati on whi ch may
al so be necessary for i denti fi cati on purposes.
GEAR RATIOS
The 45RFE gear rati os are:
1st . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.00:1
2nd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.67:1
2nd Pri me . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.50:1
3rd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00:1
4th . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.75:1
Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.00:1
GEAR RATIOS
The 545RFE gear rati os are:
1st . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.00:1
2nd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.67:1
2nd Pri me . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.50:1
3rd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00:1
4th . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.75:1
5th . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.67:1
Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.00:1
OPERATION
The 45RFE/545RFE offers ful l el ectroni c control of
al l automati c up and downshi fts, and features real -
ti me adapti ve cl osed-l oop shi ft and pressure control .
El ectroni c shi ft and torque converter cl utch control s
hel p protect the transmi ssi on from damage due to
hi gh temperatures, whi ch can occur under severe
operati ng condi ti ons. By al teri ng shi ft schedul es, l i ne
pressure, and converter cl utch control , these control s
reduce heat generati on and i ncrease transmi ssi on
cool i ng.
To hel p reduce effi ci ency-robbi ng parasi ti c l osses,
the transmi ssi ons i ncl udes a dual -stage transmi ssi on
fl ui d pump wi th el ectroni c output pressure control .
Under most dri vi ng condi ti ons, pump output pres-
sure greatl y exceeds that whi ch i s needed to keep the
cl utches appl i ed. The 45RFE/545RFE pump-pressure
control system moni tors i nput torque and adjusts the
pump pressure accordi ngl y. The pri mary stage of the
pump works conti nuousl y; the second stage i s
bypassed when demand i s l ow. The control system
al so moni tors i nput and output speed and, i f i nci pi -
ent cl utch sl i p i s observed, the pressure control sol e-
noi d duty cycl e i s vari ed, i ncreasi ng pressure i n
proporti on to demand.
A hi gh-travel torque converter damper assembl y
al l ows earl i er torque converter cl utch engagement to
reduce sl i ppage. Needl e-type thrust beari ngs reduce
i nternal fri cti on. The 45RFE/545RFE i s packaged i n
a one-pi ece di e-cast al umi num case. To reduce NVH,
the case has hi gh l ateral , verti cal and torsi onal sti ff-
ness. I t i s al so desi gned to maxi mi ze the benefi t of
the structural dust cover that connects the bottom of
the bel l housi ng to the engi ne bedpl ate, enhanci ng
overal l power trai n sti ffness. Dual fi l ters protect the
pump and other components. A pump return fi l ter i s
added to the customary mai n sump fi l ter. I ndepen-
dent l ubri cati on and cool er ci rcui ts assure ampl e
pressure for normal transmi ssi on operati on even i f
the cool er i s obstructed or the fl ui d cannot fl ow due
to extremel y l ow temperatures.
The hydraul i c control system desi gn (wi thout el ec-
troni c assi st) provi des the transmi ssi on wi th PARK,
REVERSE, NEUTRAL, SECOND, and THI RD gears,
based sol el y on dri ver shi ft l ever sel ecti on. Thi s
desi gn al l ows the vehi cl e to be dri ven (i n l i mp-i n
mode) i n the event of a el ectroni c control system fai l -
ure, or a si tuati on that the Transmi ssi on Control
Modul e (TCM) recogni zes as potenti al l y damagi ng to
the transmi ssi on.
The TCM al so performs certai n sel f-di agnosti c
functi ons and provi des comprehensi ve i nformati on
(sensor data, DTCs, etc.) whi ch i s hel pful i n proper
di agnosi s and repai r. Thi s i nformati on can be vi ewed
wi th the DRB scan tool .
Fig. 1 Transmission Part And Serial Number
Location
1 - IDENTIFICATION NUMBERS (STAMPED)
DR AUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 351
AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - AUTOMATIC
TRANSMISSION
CAUTION: Before attempting any repair on a RFE
automatic transmission, check for Diagnostic Trou-
ble Codes with the DRB scan tool.
Transmi ssi on mal functi ons may be caused by these
general condi ti ons:
Poor engi ne performance
I mproper adjustments
Hydraul i c mal functi ons
Mechani cal mal functi ons
El ectroni c mal functi ons
Di agnosi s of these probl ems shoul d al ways begi n
by checki ng the easi l y accessi bl e vari abl es: fl ui d l evel
and condi ti on, gearshi ft cabl e adjustment. Then per-
form a road test to determi ne i f the probl em has been
corrected or i f more di agnosi s i s necessary. I f the
probl em persi sts after the prel i mi nary tests and cor-
recti ons are compl eted, hydraul i c pressure checks
shoul d be performed.
DIAGNOSIS AND TESTING - PRELIMINARY
Two basi c procedures are requi red. One procedure
for vehi cl es that are dri vabl e and an al ternate proce-
dure for di sabl ed vehi cl es (wi l l not back up or move
forward).
VEHICLE IS DRIVABLE
(1) Check for transmi ssi on faul t codes usi ng DRB
scan tool .
(2) Check fl ui d l evel and condi ti on.
(3) Adjust gearshi ft cabl e i f compl ai nt was based
on del ayed, errati c, or harsh shi fts.
(4) Road test and note how transmi ssi on upshi fts,
downshi fts, and engages.
(5) Perform hydraul i c pressure test i f shi ft prob-
l ems were noted duri ng road test.
(6) Perform ai r-pressure test to check cl utch oper-
ati on.
VEHICLE IS DISABLED
(1) Check fl ui d l evel and condi ti on.
(2) Check for broken or di sconnected gearshi ft
cabl e.
(3) Check for cracked, l eaki ng cool er l i nes, or l oose
or mi ssi ng pressure-port pl ugs.
(4) Rai se and support vehi cl e on safety stands,
start engi ne, shi ft transmi ssi on i nto gear, and note
fol l owi ng:
(a) I f propel l er shaft turns but wheel s do not,
probl em i s wi th di fferenti al or axl e shafts.
(b) I f propel l er shaft does not turn and transmi s-
si on i s noi sy, stop engi ne. Remove oi l pan, and
check for debri s. I f pan i s cl ear, remove transmi s-
si on and check for damaged dri vepl ate, converter,
oi l pump, or i nput shaft.
(c) I f propel l er shaft does not turn and transmi s-
si on i s not noi sy, perform hydraul i c-pressure test to
determi ne i f probl em i s hydraul i c or mechani cal .
DIAGNOSIS AND TESTING - ROAD TESTING
Before road testi ng, be sure the fl ui d l evel and con-
trol cabl e adjustments have been checked and
adjusted i f necessary. Veri fy that al l di agnosti c trou-
bl e codes have been resol ved.
Observe engi ne performance duri ng the road test.
A poorl y tuned engi ne wi l l not al l ow accurate anal y-
si s of transmi ssi on operati on.
Operate the transmi ssi on i n al l gear ranges. Check
for shi ft vari ati ons and engi ne fl are whi ch i ndi cates
sl i ppage. Note i f shi fts are harsh, spongy, del ayed,
earl y, or i f part throttl e downshi fts are sensi ti ve.
Sl i ppage i ndi cated by engi ne fl are, usual l y means
cl utch, overrunni ng cl utch, or l i ne pressure probl ems.
A sl i ppi ng cl utch can often be determi ned by com-
pari ng whi ch i nternal uni ts are appl i ed i n the vari -
ous gear ranges. The Cl utch Appl i cati on charts
provi de a basi s for anal yzi ng road test resul ts.
45RFE CLUTCH APPLICATION CHART
SLP UD OD R 2C 4C L/R OVERRUNNING
PPARK ON
RREVERSE ON ON
N-NEUTRAL ON
DOVERDRIVE
FIRST
ON ON* ON
SECOND ON ON
SECOND PRIME ON ON
THIRD ON ON
FOURTH ON ON
LIMP-IN ON ON
2FIRST ON ON* ON
SECOND ON ON
LIMP-IN ON ON
1LOW ON ON ON
*L/R clutch is on only with the output shaft speed below 150 rpm.
545RFE CLUTCH APPLICATION CHART
SLP UD OD R 2C 4C L/R OVERRUNNING
PPARK ON
RREVERSE ON ON
N-NEUTRAL ON
DOVERDRIVE
FIRST
ON ON* ON
SECOND ON ON
SECOND PRIME ON ON
THIRD ON ON
FOURTH ON ON
FIFTH ON ON
LIMP-IN ON ON
2FIRST ON ON* ON
SECOND ON ON
LIMP-IN ON ON
1LOW ON ON ON
*L/R clutch is on only with the output shaft speed below 150 rpm.
DIAGNOSIS AND TESTING - HYDRAULIC
PRESSURE TEST
An accurate tachometer and pressure test gauges
are requi red. Test Gauge C-3293-SP has a 300 psi
range and i s used at al l l ocati ons where pressures
exceed 100 psi .
Pressure Test Port Locations
Onl y two pressure ports are suppl i ed on the trans-
mi ssi on case. The torque converter cl utch appl y and
rel ease ports are l ocated on the ri ght si de of the
transmi ssi on case (Fi g. 2).
To determi ne the l i ne pressure, there are two avai l -
abl e methods. The DRB scan tool can be used to
read l i ne pressure from the l i ne pressure sensor. The
second method i s to i nstal l Li ne Pressure Adapter
8259 (Fi g. 4) i nto the transmi ssi on case and then
i nstal l the pressure gauge and the ori gi nal sensor
i nto the adapter. Thi s wi l l al l ow a compari son of the
DRB readi ngs and the gauge readi ng to determi ne
the accuracy of the l i ne pressure sensor. The DRB
l i ne pressure readi ng shoul d match the gauge read-
i ng wi thi n 10 psi .
I n order to access any other pressure tap l ocati ons,
the transmi ssi on oi l pan must be removed, the pres-
sure port pl ugs removed and Val ve Body Pressure
Tap Adapter 8258-A (Fi g. 5) i nstal l ed. The extensi ons
suppl i ed wi th Adapter 8258-A wi l l al l ow the i nstal l a-
ti on of pressure gauges to the val ve body. Refer to
(Fi g. 3) for correct pressure tap l ocati on i denti fi ca-
ti on.
Fig. 2 Torque Converter Pressure Locations
1 - TCC RELEASE
2 - TO COOLER
3 - TCC APPLY
4 - FROM COOLER
5 - LINE PRESSURE SENSOR
Fig. 3 Pressure Tap Locations
Fig. 4 Line Pressure Adapter 8259
1 - LINE PRESSURE SENSOR PORT
3 - TOOL 8259
4 - PRESSURE TAP
TEST PROCEDURE
Al l pressure readi ngs shoul d be taken wi th the
transmi ssi on fl ui d l evel ful l , transmi ssi on oi l at the
normal operati ng temperature, and the engi ne at
1500 rpm. Check the transmi ssi on for proper opera-
ti on i n each gear posi ti on that i s i n questi on or i f a
speci fi c el ement i s i n questi on, check the pressure
readi ngs i n at l east two gear posi ti ons that empl oy
that el ement. Refer to the Hydraul i c Schemati cs at
the rear of thi s secti on to determi ne the correct pres-
sures for each el ement i n a gi ven gear posi ti on.
NOTE: The 45RFE/545RFE utilizes closed loop con-
trol of pump line pressure. The pressure readings
may therefore vary greatly but should always follow
line pressure.
Some common pressures that can be measured to
eval uate pump and cl utch performance are the
upshi ft/downshi ft pressures, garage shi ft pressures,
and TCC pressure. The upshi ft/downshi ft pressure
for al l shi fts are shown i n UPSHI FT PRESSURES
and DOWNSHI FT PRESSURES. I n-gear maxi mum
pressure for each gear posi ti on i s shown i n I N-GEAR
PRESSURES. The garage shi ft pressure when per-
formi ng a N-R shi ft i s 220 psi for 3.7L/4.7L equi pped
vehi cl es and 250 psi for 5.7L equi pped vehi cl es. The
garage shi ft pressure for the R-N shi ft i s 120 psi . The
garage shi ft pressure for the N-1 shi ft i s 135 psi for
3.7L/4.7L equi pped vehi cl es and 165 psi for 5.7L
equi pped vehi cl es. Torque converter l ock-up pressure
i s 120 psi for 3.7L/4.7L equi pped vehi cl es and 125 psi
for 5.7L equi pped vehi cl es.
UPSHIFT PRESSURES
ENGINE 1-2 2-3 2prime-3 3-4 2prime-4 2-5 3-5 4-5
5.7L 150 125 125 135 135 135 135 135
3.7L/4.7L 120 120 120 120 120 120 120 130
DOWNSHIFT PRESSURES
ENGINE 5-4 5-3 5-2 4-3 4-
2prime
3-2 3-
2prime
2prime-1 2-1 3-1
5.7L 135 135 135 135 135 135 135 135 135 135
3.7L/
4.7L
120 120 120 120 120 120 120 120 120 120
IN-GEAR PRESSURES
ENGINE 1 2 2prime 3 4 5 NEUTRAL REVERSE
5.7L 160 135 135 135 135 135 120 250
3.7L/4.7L 135 120 120 120 120 120 120 220
Fig. 5 Valve Body Pressure Tap Adapter 8258-A
1 - RFE TRANSMISSION
2 - TOOL 8258-A
DIAGNOSIS AND TESTING - AIR CHECKING
TRANSMISSION CLUTCH OPERATION
Ai r-pressure testi ng can be used to check transmi s-
si on cl utch operati on. The test can be conducted wi th
the transmi ssi on ei ther i n the vehi cl e or on the work
bench, as a fi nal check.
Ai r-pressure testi ng requi res that the oi l pan and
val ve body be removed from the transmi ssi on. The
cl utch appl y passages are shown i n the Ai r Pressure
Test Passages graphi c (Fi g. 6).
NOTE: The air supply which is used must be free of
moisture and dirt. Use a pressure of 30 psi to test
clutch operation.
Appl y ai r pressure at each port. I f the cl utch i s
functi oni ng, a soft thump wi l l be heard as the cl utch
i s appl i ed. The cl utch appl i cati on can al so be fel t by
touchi ng the appropri ate el ement whi l e appl yi ng ai r
pressure. As the ai r pressure i s rel eased, the cl utch
shoul d al so rel ease.
DIAGNOSIS AND TESTING - CONVERTER
HOUSING FLUID LEAK
When di agnosi ng converter housi ng fl ui d l eaks,
two i tems must be establ i shed before repai r.
(1) Veri fy that a l eak condi ti on actual l y exi sts.
(2) Determi ned the true source of the l eak.
Some suspected converter housi ng fl ui d l eaks may
not be l eaks at al l . They may onl y be the resul t of
resi dual fl ui d i n the converter housi ng, or excess
fl ui d spi l l ed duri ng factory fi l l or fi l l after repai r.
Converter housi ng l eaks have several potenti al
sources. Through careful observati on, a l eak source
can be i denti fi ed before removi ng the transmi ssi on
for repai r. Torque converter seal l eaks tend to move
al ong the dri ve hub and onto the rear of the con-
verter. Pump cover seal tend to run down the cover
and the i nsi de surface of the bel l housi ng.
Some l eaks, or suspected l eaks, may be parti cu-
l arl y di ffi cul t to l ocate. I f necessary, a Mopar
approved dye may be used to l ocate a l eak.
TORQUE CONVERTER LEAK POINTS
Possi bl e sources of converter l eaks are:
(1) Leaks at the wel d joi nt around the outsi de
di ameter wel d (Fi g. 7).
(2) Leaks at the converter hub wel d (Fi g. 7).
STANDARD PROCEDURE - ALUMINUM
THREAD REPAIR
Damaged or worn threads i n the al umi num trans-
mi ssi on case and val ve body can be repai red by the
use of Hel i -Coi l s , or equi val ent. Thi s repai r con-
si sts of dri l l i ng out the worn-out damaged threads.
Then tap the hol e wi th a speci al Hel i -Coi l tap, or
equi val ent, and i nstal l i ng a Hel i -Coi l i nsert, or
equi val ent, i nto the hol e. Thi s bri ngs the hol e back to
i ts ori gi nal thread si ze.
Hel i -Coi l , or equi val ent, tool s and i nserts are
readi l y avai l abl e from most automoti ve parts suppl i -
ers.
Fig. 6 Air Pressure Test Passages
1 - LOW REVERSE CLUTCH
2 - 4TH CLUTCH
3 - 2ND CLUTCH
4 - OVERDRIVE CLUTCH
5 - UNDERDRIVE CLUTCH
6 - REVERSE CLUTCH
Fig. 7 Torque Converter Assembly
1 - TURBINE ASSEMBLY
2 - STATOR
3 - CONVERTER HUB
4 - O-RING
5 - IMPELLER ASSEMBLY
6 - CONVERTER CLUTCH PISTON
7 - TURBINE HUB
REMOVAL
(1) Di sconnect the negati ve battery cabl e.
(2) Rai se and support the vehi cl e
(3) Remove any necessary ski d pl ates. (Refer to 13
- FRAMES & BUMPERS/FRAME/TRANSFER CASE
SKI D PLATE - REMOVAL)
(4) Mark propel l er shaft and axl e compani on
fl anges for assembl y al i gnment.
(5) Remove the rear propel l er shaft
(6) Remove the front propel l er shaft, i f necessary.
(7) Remove the engi ne to transmi ssi on col l ar (Fi g.
8).
(8) Remove the exhaust support bracket from the
rear of the transmi ssi on.
(9) Di sconnect and l ower or remove any necessary
exhaust components.
(10) Remove the starter motor.
(11) Rotate crankshaft i n cl ockwi se di recti on unti l
converter bol ts are accessi bl e. Then remove bol ts one
at a ti me. Rotate crankshaft wi th socket wrench on
dampener bol t.
(12) Di sengage the output speed sensor connector
from the output speed sensor (Fi g. 9).
(13) Di sengage the i nput speed sensor connector
from the i nput speed sensor (Fi g. 10).
(14) Di sengage the transmi ssi on sol enoi d/TRS
assembl y connector from the transmi ssi on sol enoi d/
TRS assembl y (Fi g. 11).
(15) Di sengage the l i ne pressure sensor connector
from the l i ne pressure sensor (Fi g. 12).
(16) Di sconnect gearshi ft cabl e from transmi ssi on
manual val ve l ever (Fi g. 13).
(17) Di sconnect the transmi ssi on vent hose from
the transmi ssi on.
(18) Support rear of engi ne wi th safety stand or
jack.
(19) Rai se transmi ssi on sl i ghtl y wi th servi ce jack
to rel i eve l oad on crossmember and supports.
(20) Remove bol ts securi ng rear support and cush-
i on to transmi ssi on and crossmember.
(21) Remove transfer case, i f necessary.
(22) Di sconnect transmi ssi on fl ui d cool er l i nes at
transmi ssi on fi tti ngs and cl i ps.
(23) Remove al l remai ni ng converter housi ng bol ts.
(24) Careful l y work transmi ssi on and torque con-
verter assembl y rearward off engi ne bl ock dowel s.
Fig. 8 Transmission Collar
1 - ENGINE
2 - STRUCTURAL DUST COVER
3 - TRANSMISSION
Fig. 9 Disconnect Output Speed Sensor
1 - TRANSMISSION
2 - OUTPUT SPEED SENSOR
Fig. 10 Disconnect Input Speed Sensor
1 - TRANSMISSION
2 - INPUT SPEED SENSOR
(25) Hol d torque converter i n pl ace duri ng trans-
mi ssi on removal .
(26) Lower transmi ssi on and remove (Fi g. 14)
assembl y from under the vehi cl e.
(27) To remove torque converter, careful l y sl i de
torque converter out of the transmi ssi on.
Fig. 11 Disconnect Transmission Solenoid/TRS
Assembly
1 - TRANSMISSION
2 - TRANSMISSION SOLENOID/TRS ASSEMBLY
Fig. 12 Disconnect Line Pressure Sensor
1 - TRANSMISSION
Fig. 13 Gearshift Cable at Transmission - RFE
1 - GEARSHIFT CABLE
3 - MANUAL LEVER
Fig. 14 Remove Transmission
1 - ENGINE
2 - TRANSMISSION
DISASSEMBLY
(1) Drai n fl ui d from transmi ssi on.
(2) Cl ean exteri or of transmi ssi on wi th sui tabl e
sol vent or pressure washer.
(3) Remove the torque converter from the trans-
mi ssi on.
(4) Remove the manual shi ft l ever (1) (Fi g. 15)
from the transmi ssi on.
(5) Remove the i nput (3), output (1), and l i ne pres-
sure sensors (2) from the transmi ssi on case. (Fi g. 16)
(6) I nspect the ends of the sensors for debri s,
whi ch may i ndi cate the nature of the transmi ssi on
fai l ure.
(7) I nstal l Support Stand 8257 (1) onto the trans-
mi ssi on case. (Fi g. 17)
(8) Usi ng Adapter 8266-1 from End-Pl ay Tool Set
8266 (1) and Di al I ndi cator C-3339 (2), measure and
record the i nput shaft end-pl ay. (Fi g. 18)
Fig. 15 Remove the Manual Shaft Lever
1 - MANUAL SHAFT LEVER
Fig. 16 Remove Input, Output, and Line Pressure
Sensors
Fig. 17 Install Support Stand - Tool 8257
1 - TOOL 8257
Fig. 18 Measure Input Shaft End Play
1 - TOOL 8266
2 - TOOL C-3339
NOTE: When measuring the input shaft end-play,
two stops will be felt. When the input shaft is
pushed inward and the dial indicator zeroed, the
first stop felt when the input shaft is pulled out-
ward is the movement of the input shaft in the input
clutch housing hub. This value should not be
included in the end-play measured value and there-
fore must be recorded and subtracted from the dial
indicator reading.
(9) Remove the bol ts hol di ng the transmi ssi on
extensi on/adapter housi ng to the transmi ssi on case.
(10) Remove the extensi on/adapter housi ng from
the transmi ssi on case.
(11) Usi ng Al i gnment Pl ate 8261 (1), Adapter
8266-17 from End-Pl ay Tool Set 8266 (2) and Di al
I ndi cator C-3339 (3), measure and record the output
shaft end-pl ay. (Fi g. 19)
(12) Remove the bol ts hol di ng the transmi ssi on oi l
pan to the transmi ssi on case.
(13) Remove the transmi ssi on oi l pan from the
transmi ssi on case.
(14) Remove the pri mary oi l fi l ter (1) and the oi l
cool er return fi l ter (2). (Fi g. 20)
(15) Remove the cool er return fi l ter bypass val ve
(3).
(16) Remove the bol ts (1) hol di ng the val ve body to
the transmi ssi on case. (Fi g. 21)
Fig. 19 Measure Output Shaft End Play
1 - TOOL 8261
2 - TOOL 8266
3 - TOOL C-3339
Fig. 20 Remove Primary Oil and Cooler Filters
1 - PRIMARY OIL FILTER
2 - COOLER RETURN FILTER
3 - COOLER RETURN FILTER BYPASS VALVE
4 - VALVE BODY
Fig. 21 Remove Valve Body Assembly
1 - VALVE BODY TO CASE BOLT (6)
(17) Remove the val ve body from the transmi ssi on
case.
(18) Remove the outer snap-ri ng (3) securi ng the
transmi ssi on front cover (2) i nto the transmi ssi on
case. (Fi g. 22)
(19) Remove the i nner snap-ri ng (1) securi ng the
transmi ssi on front cover to the oi l pump. (Fi g. 22)
(20) Reachi ng through a case openi ng i n the val ve
body area wi th a l ong bl unted tool , remove the trans-
mi ssi on front cover from the transmi ssi on case.
(21) Remove the bol ts (1) hol di ng the oi l pump i nto
(22) Remove the oi l pump (2). Hol d i nward on the
i nput shaft to prevent pul l i ng the i nput cl utch
assembl y wi th the oi l pump. (Fi g. 23)
CAUTION: If the input shaft is not held during oil
pump removal, the input clutch assembly will
attempt to move forward with the oil pump and the
numbers 2, 3, or 4 bearings inside the input clutch
assembly may become dislodged.
(23) Remove the number 1 thrust beari ng (4) from
the i nput cl utch assembl y. (Fi g. 24)
(24) Remove the i nput cl utch assembl y (3) from
(25) Remove the number 5 thrust beari ng (1) and
sel ecti ve thrust pl ate (2) from the i nput cl utch
assembl y (3) (Fi g. 24), or the 4C cl utch retai ner/bul k-
head.
Fig. 22 Remove Transmission Front Cover
1 - INNER SNAP-RING
2 - TRANSMISSION FRONT COVER
3 - OUTER SNAP-RING
Fig. 23 Remove Oil Pump
1 - OIL PUMP TO CASE BOLT (6)
2 - OIL PUMP
Fig. 24 Remove Input Clutch Assembly
1 - THRUST BEARING NUMBER 5
2 - THRUST PLATE (SELECT)
3 - INPUT CLUTCH ASSEMBLY
(26) Remove the 4C cl utch retai ner/bul khead
tapered snap-ri ng (1) from the transmi ssi on case.
(Fi g. 25)
(27) Remove the 4C cl utch retai ner/bul khead (2)
from the transmi ssi on case. (Fi g. 25)
(28) Remove the front 2C cl utch pack snap-ri ng (1)
(29) Remove the 2C cl utch pack (2, 3, 4) from the
transmi ssi on case. (Fi g. 26)
(30) Remove the rear sel ecti ve pl ate (6) and num-
ber 6 thrust beari ng (7) from the reacti on annul us
(8). (Fi g. 27)
(31) Remove the reacti on annul us (8) from the
reacti on pl anetary carri er (3). (Fi g. 27)
(32) Remove the number 7 thrust beari ng (5). (Fi g.
27)
(33) Remove the reacti on sun gear (4). (Fi g. 27)
the reacti on pl anetary carri er (3). (Fi g. 27)
(35) Remove the reacti on pl anetary carri er (3)
(Fi g. 27). Note that thi s pl anetary gear set has three
pi ni on gears.
the reverse pl anetary gear set. (Fi g. 27)
Fig. 25 Remove 4C Clutch Retainer/Bulkhead
1 - SNAP-RING
2 - 4C CLUTCH RETAINER/BULKHEAD
Fig. 26 Remove 2C Clutch Pack
1 - SNAP-RING
2 - PLATE
3 - DISC
4 - REACTION PLATE
Fig. 27 Remove Reaction Annulus and Carrier
1 - THRUST BEARING NUMBER 8 5 - THRUST BEARING NUMBER 7
2 - THRUST BEARING NUMBER 9 6 - THRUST PLATE (SELECT)
3 - REACTION PLANETARY CARRIER 7 - THRUST BEARING NUMBER 6
4 - REACTION SUN GEAR 8 - REACTION ANNULUS
(37) Remove the snap-ri ng (1) hol di ng the park
sprag gear onto the output shaft. (Fi g. 28)
(38) Remove the park sprag gear (1) from the out-
put shaft. (Fi g. 29)
(39) Remove the i nput/reverse pl anetary assembl y
(1). (Fi g. 30)
(40) Remove the number 12 thrust beari ng (3)
from the i nput/reverse pl anetary assembl y (1). (Fi g.
30)
(41) Remove the snap-ri ng (2) hol di ng the l ow/re-
verse cl utch retai ner (1) i nto the transmi ssi on case.
(Fi g. 31)
(42) Remove the l ow/reverse cl utch retai ner (1)
Fig. 28 Remove Park Sprag Snap-Ring
1 - SNAP-RING
Fig. 29 Remove Park Sprag Gear
1 - PARK SPRAG GEAR
Fig. 30 Remove Input/Reverse Planetary Assembly
1 - INPUT/REVERSE PLANETARY ASSEMBLY
2 - BEARING NUMBER 9
Fig. 31 Remove Low/Reverse Clutch Retainer
1 - LOW/REVERSE OVERRUNNING CLUTCH ASSEMBLY
2 - SNAP-RING
(43) Remove the park rod (7) and e-cl i p. (Fi g. 32)
(44) Remove the park rod gui de snap-ri ng (2). (Fi g.
32)
(45) Remove the park rod gui de (1). (Fi g. 32)
(46) Remove the park pawl pi vot shaft (3), park
pawl (5), and spri ng (4). (Fi g. 32)
(47) Remove the manual sel ector shaft (6). (Fi g. 32)
(48) Remove the manual sel ector shaft seal .
(49) Remove the di psti ck tube seal .
CLEANING
The use of crocus cl oth i s permi ssi bl e where neces-
sary, provi di ng i t i s used careful l y. When used on shafts,
or val ves, use extreme care to avoi d roundi ng off sharp
edges. Sharp edges are vi tal as they prevent forei gn
matter from getti ng between the val ve and val ve bore.
Do not reuse oi l seal s, gaskets, seal ri ngs, or O-ri ngs
duri ng overhaul . Repl ace these parts as a matter of
course. Al so do not reuse snap ri ngs or E-cl i ps that are
bent or di storted. Repl ace these parts as wel l .
Lubri cate transmi ssi on parts wi th Mopar ATF +4,
Automati c Transmi ssi on Fl ui d, duri ng overhaul and
assembl y. Use petrol eum jel l y, Mopar Door Ease, or
Ru-Gl yde to prel ubri cate seal s, O-ri ngs, and thrust
washers. Petrol eum jel l y can al so be used to hol d
parts i n pl ace duri ng reassembl y.
Cl ean the case i n a sol vent tank. Fl ush the case
bores and fl ui d passages thoroughl y wi th sol vent.
Dry the case and al l fl ui d passages wi th compressed
ai r. Be sure al l sol vent i s removed from the case and
that al l fl ui d passages are cl ear.
NOTE: Do not use shop towels or rags to dry the
case (or any other transmission component) unless
they are made from lint-free materials. Lint will stick
to case surfaces and transmission components and
circulate throughout the transmission after assem-
bly. A sufficient quantity of lint can block fluid pas-
sages and interfere with valve body operation.
INSPECTION
I nspect the case for cracks, porous spots, worn
bores, or damaged threads. Damaged threads can be
repai red wi th Hel i coi l thread i nserts. However, the
case wi l l have to be repl aced i f i t exhi bi ts any type of
damage or wear.
ASSEMBLY
NOTE: Clean and inspect all components. Replace
any components which show evidence of excessive
wear or scoring.
(1) I nstal l the cool er fi l ter bypass val ve. Torque
the bypass val ve to speci fi cati on. The val ve uses a
tapered pi pe thread and excessi ve torque can damage
the transmi ssi on case. Ti ghten the cool er fi l ter
bypass val ve to 4.5 Nm (40 i n.l bs.).
(2) I nstal l a new sel ector shaft seal (1) usi ng Seal
I nstal l er 8253 (2). (Fi g. 33)
Fig. 32 Manual Shaft/Park Lock Components
1 - GUIDE
2 - SNAP-RING
3 - SHAFT
4 - SPRING
5 - PARK PAWL
6 - MANUAL SHAFT/LEVER
7 - PARK ROD
Fig. 33 Install Selector Shaft Seal
1 - SEAL
2 - TOOL 8253
(3) I nstal l the manual sel ector shaft and retai ni ng
screw. Ti ghten the manual sel ector shaft retai ni ng
screw to 28 Nm (250 i n.l bs.).
(4) I nstal l the manual shi ft l ever (1) (Fi g. 34) onto
the manual sel ector shaft. Torque the retai ni ng cross-
bol t to 16 Nm (140 i n.l bs.).
(5) I nstal l the park pawl (5), spri ng (4), and shaft
(3). (Fi g. 35)
(6) I nstal l the park rod (7) and e-cl i p. (Fi g. 35)
(7) I nstal l the park rod gui de (1) and snap-ri ng (2).
(Fi g. 35)
(8) I nstal l a new di psti ck tube seal (2) usi ng Seal
I nstal l er 8254 (1). (Fi g. 36)
NOTE: Before final assembly of transmission cen-
terline, the 2C/4C clutch components should be
installed into position and measured as follows:
(9) I nstal l the 2C reacti on pl ate (4) i nto the trans-
Fig. 34 Remove the Manual Shaft Lever
1 - MANUAL SHAFT LEVER
Fig. 35 Manual Shaft/Park Lock Components
1 - GUIDE
2 - SNAP-RING
3 - SHAFT
4 - SPRING
5 - PARK PAWL
6 - MANUAL SHAFT/LEVER
7 - PARK ROD
Fig. 36 Install Dipstick Tube Seal Using Tool 8254
1 - TOOL 8254
2 - SEAL
(10) I nstal l the 2C cl utch pack (2, 3) i nto the
(11) I nstal l the fl at 2C cl utch snap-ri ng (1) i nto the
(12) I nstal l the 4C retai ner/bul khead (2) (Fi g. 38)
i nto the transmi ssi on case. Make sure that the oi l
feed hol es are poi nti ng toward the val ve body area.
(13) I nstal l the 4C retai ner/bul khead tapered
snap-ri ng (1) i nto the transmi ssi on case. Make sure
that the open ends of the snap-ri ng are l ocated i n the
case openi ng toward the val ve body area.
(14) Usi ng a feel er gauge through the openi ng i n
the rear of the transmi ssi on case, measure the 2C
cl utch pack cl earance between the 2C reacti on pl ate
and the transmi ssi on case at four di fferent poi nts.
The average of these measurements i s the 2C cl utch
pack cl earance. The correct cl utch cl earance i s 0.455-
1.335 mm (0.018-0.053 i n.). The reacti on pl ate i s not
sel ecti ve. I f the cl utch pack cl earance i s not wi thi n
speci fi cati on, the reacti on pl ate, al l the fri cti on di scs,
and steel s must be repl aced.
(15) Remove the 4C retai ner/bul khead and al l of
the 2C cl utch components from the transmi ssi on
case.
(16) I nstal l the l ow/reverse cl utch assembl y (1)
(Fi g. 39). Make sure that the oi l feed hol e poi nts
toward the val ve body area and that the bl eed ori fi ce
i s al i gned wi th the notch i n the rear of the transmi s-
si on case.
(17) I nstal l the snap-ri ng (2) (Fi g. 39) to hol d the
l ow/reverse cl utch retai ner i nto the transmi ssi on
case. The snap-ri ng i s tapered and must be i nstal l ed
wi th the tapered si de forward. Once i nstal l ed, veri fy
that the snap-ri ng i s ful l y seated i n the snap-ri ng
groove.
(18) Ai r check the l ow/reverse cl utch and veri fy
correct overrunni ng cl utch operati on.
Fig. 37 Install 2C Clutch Pack
1 - SNAP-RING
2 - PLATE
3 - DISC
4 - REACTION PLATE
Fig. 38 Install 4C Clutch Retainer/Bulkhead
1 - SNAP-RING
Fig. 39 Install Low/Reverse Clutch Retainer
1 - LOW/REVERSE OVERRUNNING CLUTCH ASSEMBLY
2 - SNAP-RING
(19) I nstal l the number 12 thrust beari ng (3) over
the output shaft and agai nst the rear pl anetary gear
set. The fl at si de of the beari ng goes toward the pl an-
etary gearset and the rai sed tabs on the i nner race
shoul d face the rear of the transmi ssi on.
(20) I nstal l the reverse/i nput pl anetary assembl y
(1) through the l ow/reverse cl utch assembl y. (Fi g. 40)
(21) I nstal l the park sprag gear (1) onto the output
shaft. (Fi g. 41)
(22) I nstal l the snap-ri ng (1) to hol d the park
sprag onto the output shaft. (Fi g. 42)
(23) I nstal l the 2C reacti on pl ate (4) i nto the
(24) I nstal l the 2C cl utch pack (2, 3, 4) i nto the
(25) I nstal l the number 8 thrust beari ng (1) i nsi de
the reacti on carri er wi th the outer race agai nst the
reacti on pl anetary carri er (3).
(26) I nstal l the reacti on pl anetary gear set and the
number 9 thrust beari ng (2), wi th the i nner race
agai nst the reacti on pl anetary carri er (3), i nto the
Fig. 40 Install Input/Reverse Planetary Assembly
1 - INPUT/REVERSE PLANETARY ASSEMBLY
Fig. 41 Install Park Sprag Gear
1 - PARK SPRAG GEAR
Fig. 42 Install Park Sprag Snap-Ring
1 - SNAP-RING
Fig. 43 Install 2C Clutch Pack
1 - SNAP-RING
2 - PLATE
3 - DISC
4 - REACTION PLATE
(27) I nstal l the fl at 2C cl utch snap-ri ng i nto the
(28) I nstal l the reacti on sun gear (4) i nto the reac-
ti on pl anetary gear set. Make sure the smal l shoul -
der i s faci ng the front of the transmi ssi on. (Fi g. 44)
(29) I nstal l the number 7 thrust beari ng (5) onto
the reacti on sun gear (4) wi th the i nner race agai nst
the sun gear. (Fi g. 44)
(30) I nstal l the output shaft sel ecti ve thrust pl ate
(2) onto the reacti on annul us wi th the oi l grooves fac-
i ng the annul us gear and the l ugs (1) and notches
al i gned as shown. (Fi g. 45)
(31) I nstal l the number 6 thrust beari ng (7)
agai nst the output shaft sel ecti ve thrust pl ate (6)
wi th the fl at si de agai nst the thrust pl ate (Fi g. 44)
and the rai sed tabs on the i nner race faci ng the front
of the transmi ssi on.
(32) I nstal l the reacti on annul us (8) i nto the reac-
ti on pl anetary gear set. (Fi g. 44)
(33) I nstal l the 4C retai ner/bul khead (2) i nto the
transmi ssi on case. Make sure that the oi l feed hol es
are poi nti ng toward the val ve body area. Rotate the
reacti on annul us duri ng the i nstal l ati on of the 4C
retai ner/bul khead to ease i nstal l ati on.
(34) I nstal l the 4C retai ner/bul khead tapered
snap-ri ng (1) i nto the transmi ssi on case (Fi g. 46)
wi th the taper toward the front of the case. Make
sure that the open ends of the snap-ri ng are l ocated
i n the case openi ng toward the val ve body area.
(35) Ai r check the 2C and 4C cl utch operati on.
(36) Usi ng Al i gnment Pl ate 8261 (1), Adapter
8266-17 from End-Pl ay Tool Set 8266 (2) and Di al
I ndi cator C-3339 (3), measure (Fi g. 47) and record
the output shaft end-pl ay. The correct output shaft
end-pl ay i s 0.22-0.55 mm (0.009-0.021 i n.). Adjust as
necessary. I nstal l the chosen output shaft sel ecti ve
thrust pl ate and re-measure end-pl ay to veri fy sel ec-
ti on.
Fig. 44 Install Reaction Annulus and Carrier
(37) Appl y a bead of RTV si l i cone and i nstal l the
extensi on/adapter housi ng onto the transmi ssi on
case.
(38) I nstal l and torque the bol ts to hol d the exten-
si on/adapter housi ng onto the transmi ssi on case. The
correct torque i s 54 Nm (40 ft.l bs.).
(39) I nstal l the number 5 thrust beari ng (1) (Fi g.
48) and sel ecti ve thrust pl ate (2) onto the 4C retai n-
er/bul khead. Be sure that the outer race of the bear-
i ng i s agai nst the thrust pl ate.
(40) I nstal l the i nput cl utch assembl y (3) (Fi g. 48)
i nto the transmi ssi on case. Make sure that the i nput
cl utch assembl y i s ful l y i nstal l ed by performi ng a
vi sual i nspecti on through the i nput speed sensor
hol e. I f the tone wheel teeth on the i nput cl utch
assembl y are centered i n the hol e, the assembl y i s
ful l y i nstal l ed.
(41) I nstal l the number 1 thrust beari ng (4) wi th
the outer race up i n the pocket of the i nput cl utch
assembl y. (Fi g. 48)
Fig. 45 Thrust Plate Alignment
1 - LOCATING LUG (3)
2 - THRUST PLATE
Fig. 46 Install 4C Clutch Retainer/Bulkhead
1 - SNAP-RING
Fig. 47 Measure Output Shaft End Play
1 - TOOL 8261
2 - TOOL 8266
3 - TOOL C-3339
Fig. 48 Install Input Clutch Assembly
2 - THRUST PLATE (SELECT)
(42) I nstal l the oi l pump (2) i nto the transmi ssi on
case. (Fi g. 49)
(43) I nstal l the bol ts (1) to hol d the oi l pump i nto
the transmi ssi on case. Ti ghten the oi l pump bol ts to
28 Nm (250 i n.l bs.).
(44) Usi ng Adapter 8266-1 from End-Pl ay Tool Set
8266 (1) and Di al I ndi cator C-3339 (2), measure (Fi g.
50) and record the i nput shaft end-pl ay. The correct
end-pl ay i s 0.46-0.89 mm (0.018-0.035 i n.). Adjust as
necessary. I nstal l the chosen thrust pl ate on the
number 5 thrust beari ng and re-measure end-pl ay to
veri fy sel ecti on.
NOTE: When measuring the input shaft end-play,
two stops will be felt. When the input shaft is
pushed inward and the dial indicator zeroed, the
first stop felt when the input shaft is pulled out-
ward is the movement of the input shaft in the input
clutch housing hub. This value should not be
included in the end-play measured value and there-
fore must be recorded and subtracted from the dial
indicator reading.
(45) I nstal l the transmi ssi on front cover (2) i nto
(46) I nstal l the outer snap-ri ng (3) to hol d the
transmi ssi on front cover (2) i nto the transmi ssi on
case. (Fi g. 51)
(47) Parti al l y i nstal l the i nner transmi ssi on front
cover snap-ri ng (1) onto the oi l pump. (Fi g. 51)
(48) Usi ng I nstal l er 8255 (1), i nstal l the i nner
transmi ssi on front cover snap-ri ng (2) the remai nder
of the way onto the oi l pump. (Fi g. 52)
(49) I nstal l the val ve body. Veri fy that the pi n on
the manual l ever has properl y engaged the TRS
sel ector pl ate. Ti ghten the val ve body to transmi ssi on
case bol ts (1) (Fi g. 53) to 12 Nm (105 i n.l bs.).
CAUTION: The primary oil filter seal MUST be fully
installed flush against the oil pump body. DO NOT
install the seal onto the filter neck and attempt to
install the filter and seal as an assembly. Damage to
the transmission will result.
Fig. 49 Install Oil Pump
2 - OIL PUMP
Fig. 50 Measure Input Shaft End Play
1 - TOOL 8266
2 - TOOL C-3339
Fig. 51 Install the Transmission Front Cover
1 - INNER SNAP-RING
2 - TRANSMISSION FRONT COVER
3 - OUTER SNAP-RING
(50) I nstal l a new pri mary oi l fi l ter seal i n the oi l
pump i nl et bore. Seat the seal i n the bore wi th the
butt end of a hammer, or other sui tabl e tool .
(51) I nstal l the pri mary oi l fi l ter (1) (Fi g. 54) and
the oi l cool er return fi l ter (2). Ti ghten the screw to
hol d the pri mary oi l fi l ter to the val ve body to 4.5
Nm (40 i n.l bs.). Usi ng Oi l Fi l ter Wrench 8321,
ti ghten the cool er return oi l fi l ter to the transmi ssi on
case to 14 Nm (125 i n.l bs.).
(52) Appl y RTV si l i cone to the oi l pan and i nstal l
the transmi ssi on oi l pan. Ti ghten the bol ts to 12 Nm
(105 i n.l bs.).
(53) I nstal l the i nput (3), output (1), and l i ne pres-
sure sensors (2) (Fi g. 55). Ti ghten the bol ts to 12 Nm
(105 i n.l bs.).
INSTALLATION
(1) Check torque converter hub and hub dri ve fl ats
for sharp edges burrs, scratches, or ni cks. Pol i sh the
hub and fl ats wi th 320/400 gri t paper and crocus
cl oth i f necessary. Veri fy that the converter hub
o-ri ng i s properl y i nstal l ed and i s free of any debri s.
The hub must be smooth to avoi d damagi ng pump
seal at i nstal l ati on.
Fig. 52 Seat Snap-Ring Using Tool 8255
1 - TOOL 8255
2 - SNAP-RING
Fig. 53 Install Valve Body Assembly
Fig. 54 Install Primary Oil and Cooler Filters
4 - VALVE BODY
Fig. 55 Install Input, Output, and Line Pressure
Sensors
(2) I f a repl acement transmi ssi on i s bei ng
i nstal l ed, transfer any components necessary, such as
the manual shi ft l ever and shi ft cabl e bracket, from
the ori gi nal transmi ssi on onto the repl acement trans-
mi ssi on.
(3) Lubri cate oi l pump seal l i p wi th transmi ssi on
fl ui d.
(4) Al i gn converter and oi l pump.
(5) Careful l y i nsert converter i n oi l pump. Then
rotate converter back and forth unti l ful l y seated i n
pump gears.
(6) Check converter seati ng wi th steel scal e and
strai ghtedge (Fi g. 56). Surface of converter l ugs
shoul d be at l east 13mm (1/2 i n.) to rear of strai ght-
edge when converter i s ful l y seated.
(7) Temporari l y secure converter wi th C-cl amp.
(8) Posi ti on transmi ssi on on jack and secure i t
wi th chai ns.
(9) Check condi ti on of converter dri vepl ate.
Repl ace the pl ate i f cracked, di storted or damaged.
Also be sure transmission dowel pins are seated
in engine block and protrude far enough to
hold transmission in alignment.
(10) Appl y a l i ght coati ng of Mopar Hi gh Temp
Grease to the torque converter hub pocket i n the rear
pocket of the engi nes crankshaft.
(11) Rai se transmi ssi on (Fi g. 57) and al i gn the
torque converter wi th the dri ve pl ate and transmi s-
si on converter housi ng wi th the engi ne bl ock.
(12) Move transmi ssi on forward. Then rai se, l ower
or ti l t transmi ssi on to al i gn the converter housi ng
wi th engi ne bl ock dowel s.
(13) Careful l y work transmi ssi on forward and over
engi ne bl ock dowel s unti l converter hub i s seated i n
crankshaft. Veri fy that no wi res, or the transmi ssi on
vent hose, have become trapped between the engi ne
bl ock and the transmi ssi on.
(14) I nstal l two bol ts to attach the transmi ssi on to
the engi ne.
(15) I nstal l remai ni ng torque converter housi ng to
engi ne bol ts. Ti ghten to 68 Nm (50 ft.l bs.).
(16) I nstal l transfer case, i f equi pped. Ti ghten
transfer case nuts to 35 Nm (26 ft.l bs.).
(17) I nstal l rear support to transmi ssi on. Ti ghten
bol ts to 47 Nm (35 ft.l bs.).
(18) Lower transmi ssi on onto crossmember and
i nstal l bol ts attachi ng transmi ssi on mount to cross-
member. Ti ghten cl evi s bracket to crossmember bol ts
to 47 Nm (35 ft.l bs.). Ti ghten the cl evi s bracket to
rear support bol t to 68 Nm (50 ft.l bs.).
(19) Remove engi ne support fi xture.
(20) Connect gearshi ft cabl e to transmi ssi on.
(21) Connect wi res to sol enoi d and pressure swi tch
assembl y (Fi g. 58) connector, i nput (Fi g. 59) and out-
put (Fi g. 60) speed sensors, and l i ne pressure sensor
(Fi g. 61). Be sure transmi ssi on harnesses are prop-
erl y routed.
CAUTION: It is essential that correct length bolts be
used to attach the converter to the driveplate. Bolts
that are too long will damage the clutch surface
inside the converter.
(22) I nstal l torque converter-to-dri vepl ate bol ts.
Ti ghten bol ts to 31 Nm (270 i n. l bs.).
(23) I nstal l starter motor and cool er l i ne bracket.
(24) Connect cool er l i nes to transmi ssi on.
(25) I nstal l transmi ssi on fi l l tube.
(26) I nstal l exhaust components, i f necessary.
Fig. 56 Checking Torque Converter Seating - Typical
1 - SCALE
2 - STRAIGHTEDGE
Fig. 57 Install Transmission
1 - ENGINE
2 - TRANSMISSION
(27) I nstal l the structural dust cover (Fi g. 62)
(Refer to 9 - ENGI NE/ENGI NE BLOCK/STRUC-
TURAL COVER - I NSTALLATI ON) onto the trans-
mi ssi on and the engi ne.
(28) Al i gn and connect propel l er shaft(s).
(29) Adjust gearshi ft cabl e i f necessary.
(30) I nstal l any ski d pl ates removed previ ousl y.
(Refer to 13 - FRAMES & BUMPERS/FRAME/
TRANSFER CASE SKI D PLATE - I NSTALLATI ON)
(31) Lower vehi cl e.
(32) Fi l l transmi ssi on wi th Mopar ATF +4, Auto-
mati c Transmi ssi on Fl ui d.
Fig. 62 Transmission Collar
1 - ENGINE
2 - STRUCTURAL DUST COVER
3 - TRANSMISSION
Fig. 58 Connect Transmission Solenoid
1 - TRANSMISSION
2 - TRANSMISSION SOLENOID/TRS ASSEMBLY
Fig. 59 Connect Input Speed Sensor
1 - TRANSMISSION
Fig. 60 Connect Output Speed Sensor
1 - TRANSMISSION
Fig. 61 Connect Line Pressure Sensor
1 - TRANSMISSION
SCHEMATICS AND DIAGRAMS
HYDRAULIC SCHEMATICS
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SPECIFICATIONS
TRANSMISSION
GENERAL
Component Metric Inch
Output Shaft End Play 0.22-0.55
mm
0.009-0.021
in.
Input Shaft End Play 0.46-0.89
mm
0.018-0.035
in.
2C Clutch Pack
Clearance
0.455-1.335
mm
0.018-0.053
in.
4C Clutch Pack
Clearance
0.770-1.390
mm
0.030-0.055
in.
L/R Clutch Pack
Clearance
1.00-1.74
mm
0.039-0.069
in.
OD Clutch Pack
Clearance
1.103-1.856
mm
0.043-0.073
in.
Component Metric Inch
UD Clutch Pack
Clearance
0.84-1.54
mm
0.033-0.061
in.
Reverse Clutch Pack
Clearance
0.81-1.24
mm
0.032-0.049
in.
Recommended fluid Mopar ATF +4
GEAR RATIOS
1ST 3.00:1
2ND 1.67:1
2ND Prime 1.50:1
3RD 1.0:1
4TH 0.75:1
5TH 0.67:1
REVERSE 3.00:1
TORQUE SPECIFICATIONS
DESCRIPTION Nm 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 7 - 60
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
RETAINER/BULKHEAD-4C
DISASSEMBLY
(1) Remove the 2C pi ston Bel l evi l l e spri ng snap-
ri ng (6) from the 4C retai ner /bul khead (13). (Fi g. 63)
(2) Remove the 2C pi ston Bel l evi l l e spri ng (5) from
the retai ner/bul khead (13). (Fi g. 63)
(3) Remove the 2C pi ston (2) from the retai ner/
bul khead (13). Use 20 psi of ai r pressure to remove
the pi ston i f necessary.
(4) Remove the 4C cl utch snap-ri ng (7) from the
retai ner/bul khead (13). (Fi g. 63)
(5) Remove the 4C cl utch pack (3, 4, 8) from the
retai ner/bul khead (13). (Fi g. 63)
(6) Usi ng Spri ng Compressor 8250 (2) (Fi g. 64)
and a sui tabl e shop press (1), compress the 4C pi ston
return spri ng (10) and remove the snap-ri ng (9). (Fi g.
63)
(7) Remove the 4C pi ston return spri ng (10) (Fi g.
63) and pi ston (12) from the retai ner/bul khead (13).
Use 20 psi of ai r pressure to remove the pi ston i f nec-
essary.
Fig. 63 4C Retainer/Bulkhead Components
1 - SEAL 8 - REACTION PLATE
2 - 2C PISTON 9 - SNAP-RING
3 - PLATE 10 - RETURN SPRING
4 - DISC 11 - SEAL
5 - 2C BELLEVILLE SPRING 12 - 4C PISTON
6 - SNAP-RING 13 - 4C RETAINER/BULKHEAD
7 - SNAP-RING (SELECT)
ASSEMBLY
wear or scoring.
(1) I nstal l new seal s (1, 11) on the 2C and 4C pi s-
tons. (Fi g. 65)
(2) Lubri cate al l seal s wi th Mopar ATF +4 pri or
to i nstal l ati on.
(3) I nstal l the 4C pi ston (12) i nto the 4C retai ner/
bul khead (13). (Fi g. 65)
(4) Posi ti on the 4C pi ston return spri ng (10) onto
the 4C pi ston (12).
(5) Usi ng Spri ng Compressor 8250 (2) and a sui t-
abl e shop press (1), compress the 4C pi ston return
spri ng and i nstal l the snap-ri ng. (Fi g. 66)
(6) Assembl e and i nstal l the 4C cl utch pack (3, 4)
i nto the retai ner/bul khead (13) (Fi g. 65) wi th the
steel separator pl ate agai nst the pi ston.
(7) I nstal l the 4C reacti on pl ate (8) (Fi g. 65) and
snap-ri ng (7) i nto the retai ner/bul khead (13). The 4C
reacti on pl ate i s non-di recti onal .
(8) Measure the 4C cl utch cl earance. The correct
cl utch cl earance i s 0.77-1.39 mm (0.030-0.055 i n.).
The snap-ri ng (7) i s sel ectabl e. I nstal l the chosen
snap-ri ng and re-measure to veri fy the sel ecti on.
(9) I nstal l the 2C pi ston (2) i nto the retai ner/bul k-
head (13). (Fi g. 65)
(10) Posi ti on the 2C Bel l evi l l e spri ng (5) onto the
2C pi ston (2).
(11) Posi ti on the 2C Bel l evi l l e spri ng snap-ri ng (6)
onto the 2C Bel l evi l l e spri ng (5). (Fi g. 65)
Fig. 64 Compress 4C Piston Return Spring Using
Tool 8250
1 - PRESS
2 - TOOL 8250
RETAINER/BULKHEAD-4C (Continued)
Fig. 65 4C Retainer/Bulkhead Components
4 - DISC 11 - SEAL
and a sui tabl e shop press (1), compress the Bel l evi l l e
spri ng (5) unti l the snap-ri ng (6) i s engaged wi th the
snap-ri ng groove i n the retai ner/bul khead.
ADAPTER HOUSING SEAL
REMOVAL
(1) Remove the transfer case from the transmi s-
si on.
(2) Usi ng a screw mounted on a sl i de hammer,
remove the adapter housi ng seal .
INSTALLATION
(1) Cl ean the adapter seal bore i n the adapter
housi ng of any resi due or parti cl es remai ni ng from
the ori gi nal seal .
(2) I nstal l new oi l seal i n the adapter housi ng
usi ng Seal I nstal l er C-3860-A (1) (Fi g. 68). A properl y
i nstal l ed seal i s fl ush to the face of the seal bore.
(3) I nstal l the transfer case onto the transmi ssi on.
Fig. 66 Compress 4C Piston Return Spring Using
Tool 8250
1 - PRESS
2 - TOOL 8250
Fig. 67 Compress 2C Belleville Spring Using Tool
8249
1 - PRESS
2 - TOOL 8249
Fig. 68 Adapter Housing Seal Installation
1 - TOOL C-3860-A
BRAKE TRANSMISSION SHIFT
INTERLOCK SYSTEM
DESCRIPTION
The Brake Transmi ssi on Shi fter I nterl ock (BTSI )
(Fi g. 69), i s a sol enoi d operated system. I t consi sts of
a sol enoi d permanentl y mounted on the gearshi ft
cabl e.
OPERATION
The system l ocks the shi fter i nto the PARK posi -
ti on. The i nterl ock system i s engaged whenever the
i gni ti on swi tch i s i n the LOCK or ACCESSORY posi -
ti on. An addi ti onal el ectri cal l y acti vated feature wi l l
prevent shi fti ng out of the PARK posi ti on unl ess the
brake pedal i s depressed approxi matel y one-hal f an
i nch. A magneti c hol di ng devi ce i n l i ne wi th the park
l ock cabl e i s energi zed when the i gni ti on i s i n the
RUN posi ti on. When the key i s i n the RUN posi ti on
and the brake pedal i s depressed, the shi fter i s
unl ocked and wi l l move i nto any posi ti on. The i nter-
l ock system al so prevents the i gni ti on swi tch from
bei ng turned to the LOCK or ACCESSORY posi ti on,
unl ess the shi fter i s ful l y l ocked i nto the PARK posi -
ti on.
DIAGNOSIS AND TESTING - BRAKE
TRANSMISSION SHIFT INTERLOCK
(1) Veri fy that the key can onl y be removed i n the
PARK posi ti on.
(2) When the shi ft l ever i s i n PARK And the shi ft
handl e pushbutton i s i n the OUT posi ti on, the i gni -
ti on key cyl i nder shoul d rotate freel y from OFF to
LOCK. When the shi fter i s i n any other gear or neu-
tral posi ti on, the i gni ti on key cyl i nder shoul d not
rotate to the LOCK posi ti on.
(3) Shi fti ng out of PARK shoul d not be possi bl e
when the i gni ti on key cyl i nder i s i n the OFF posi -
ti on.
whi l e appl yi ng normal pushbutton force and i gni ti on
key cyl i nder i s i n the RUN or START posi ti ons
unl ess the foot brake pedal i s depressed approxi -
matel y 1/2 i nch (12mm).
when the i gni ti on key cyl i nder i s i n the ACCESSORY
or LOCK posi ti ons.
(6) Shi fti ng between any gears, NEUTRAL or i nto
PARK may be done wi thout depressi ng foot brake
pedal wi th i gni ti on swi tch i n RUN or START posi -
ti ons.
ADJUSTMENTS - BRAKE TRANSMISSION
SHIFT INTERLOCK
Correct cabl e adjustment i s i mportant to proper
i nterl ock operati on. The gearshi ft cabl e must be cor-
rectl y adjusted i n order to shi ft out of PARK.
ADJUSTMENT PROCEDURE
(1) Remove the steeri ng col umn tri m as necessary
for access to the brake transmi ssi on shi ft i nterl ock.
(2) Shi ft the transmi ssi on i nto the PARK posi ti on.
(3) Pul l upward on both the BTSI l ock tab (4) and
the gearshi ft cabl e l ock tab (3). (Fi g. 70)
(4) Veri fy that the shi ft l ever i s i n the PARK posi -
ti on.
Fig. 69 Brake Transmission Interlock Mechanism
1 - STEERING COLUMN
2 - GEARSHIFT CABLE
3 - GEARSHIFT CABLE LOCK TAB
4 - BTSI SOLENOID LOCK TAB
5 - BTSI CONNECTOR
Fig. 70 Brake Transmission Interlock Mechanism
1 - STEERING COLUMN
2 - GEARSHIFT CABLE
5 - BTSI CONNECTOR
(5) Veri fy posi ti ve engagement of the transmi ssi on
park l ock by attempti ng to rotate the propel l er shaft.
The shaft wi l l not rotate when the park l ock i s
engaged.
(6) Turn i gni ti on swi tch to LOCK posi ti on. Be
sure ignition key cylinder is in the LOCK posi-
tion. Cable will not adjust correctly in any
other position.
(7) Ensure that the cabl e i s free to sel f-adjust by
pushi ng cabl e rearward and rel easi ng.
(8) Push the gearshi ft cabl e l ock tab (3) down unti l
i t snaps i n pl ace.
(9) Locate the BTSI al i gnment hol e i n the bottom
of the BTSI mechani sm between the BTSI l ock tab
and the BTSI connector.
(10) Move the BTSI assembl y up or down on the
gearshi ft cabl e unti l an appropri ate si ze dri l l bi t can
be i nserted i nto the al i gnment hol e and through the
assembl y.
(11) Push the BTSI l ock tab (4) down unti l i t snaps
i nto pl ace and remove the dri l l bi t.
(12) I nstal l any steeri ng col umn tri m previ ousl y
removed.
BTSI FUNCTION CHECK
(1) Veri fy removal of i gni ti on key al l owed i n PARK
posi ti on onl y.
(2) When the shi ft l ever i s i n PARK, the i gni ti on
key cyl i nder shoul d rotate freel y from off to l ock.
When the shi fter i s i n any other posi ti on, the i gni ti on
key shoul d not rotate from off to l ock.
(3) Shi fti ng out of PARK shoul d be possi bl e when
the i gni ti on key cyl i nder i s i n the off posi ti on.
whi l e appl yi ng normal force, and i gni ti on key cyl i n-
der i s i n the run or start posi ti ons, unl ess the foot
brake pedal i s depressed approxi matel y 1/2 i nch
(12mm).
when the i gni ti on key cyl i nder i s i n the accessory or
l ock posi ti on.
(6) Shi fti ng between any gear and NEUTRAL, or
PARK, may be done wi thout depressi ng foot brake
wi th i gni ti on swi tch i n run or start posi ti ons.
(7) Engi ne starts must be possi bl e wi th shi fter
l ever i n PARK or NEUTRAL posi ti ons onl y. Engi ne
starts must not be possi bl e i n any posi ti on other than
PARK or NEUTRAL.
(8) Wi th shi fter l ever i n the:
PARK posi ti on - Appl y upward force on the shi ft
arm and remove pressure. Engi ne starts must be
possi bl e.
PARK posi ti on - Appl y downward force on the
shi ft arm and remove pressure. Engi ne starts must
be possi bl e.
NEUTRAL posi ti on - Normal posi ti on. Engi ne
starts must be possi bl e.
NEUTRAL posi ti on - Engi ne runni ng and brakes
appl i ed, appl y upward force on the shi ft arm. Trans-
mi ssi on shal l not be abl e to shi ft from neutral to
reverse.
FLUID AND FILTER
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - EFFECTS OF
INCORRECT FLUID LEVEL
A l ow fl ui d l evel al l ows the pump to take i n ai r
al ong wi th the fl ui d. Ai r i n the fl ui d wi l l cause fl ui d
pressures to be l ow and devel op sl ower than normal .
I f the transmi ssi on i s overfi l l ed, the gears churn the
fl ui d i nto foam. Thi s aerates the fl ui d and causi ng
the same condi ti ons occurri ng wi th a l ow l evel . I n
ei ther case, ai r bubbl es cause fl ui d overheati ng, oxi -
dati on, and varni sh bui l dup whi ch i nterferes wi th
val ve and cl utch operati on. Foami ng al so causes fl ui d
expansi on whi ch can resul t i n fl ui d overfl ow from the
transmi ssi on vent or fi l l tube. Fl ui d overfl ow can eas-
i l y be mi staken for a l eak i f i nspecti on i s not careful .
DIAGNOSIS AND TESTING - CAUSES OF
BURNT FLUID
Burnt, di scol ored fl ui d i s a resul t of overheati ng
whi ch has three pri mary causes.
(1) I nternal cl utch sl i ppage, usual l y caused by l ow
l i ne pressure, i nadequate cl utch appl y pressure, or
cl utch seal fai l ure.
(2) A resul t of restri cted fl ui d fl ow through the
mai n and/or auxi l i ary cool er. Thi s condi ti on i s usu-
al l y the resul t of a faul ty or i mproperl y i nstal l ed
drai nback val ve, a damaged oi l cool er, or severe
restri cti ons i n the cool ers and l i nes caused by debri s
or ki nked l i nes.
(3) Heavy duty operati on wi th a vehi cl e not prop-
erl y equi pped for thi s type of operati on. Trai l er tow-
i ng or si mi l ar hi gh l oad operati on wi l l overheat the
transmi ssi on fl ui d i f the vehi cl e i s i mproperl y
equi pped. Such vehi cl es shoul d have an auxi l i ary
transmi ssi on fl ui d cool er, a heavy duty cool i ng sys-
tem, and the engi ne/axl e rati o combi nati on needed to
handl e heavy l oads.
DIAGNOSIS AND TESTING - FLUID
CONTAMINATION
Transmi ssi on fl ui d contami nati on i s general l y a
resul t of:
addi ng i ncorrect fl ui d
BRAKE TRANSMISSION SHIFT INTERLOCK SYSTEM (Continued)
fai l ure to cl ean di psti ck and fi l l tube when
checki ng l evel
engi ne cool ant enteri ng the fl ui d
i nternal fai l ure that generates debri s
overheat that generates sl udge (fl ui d break-
down)
fai l ure to repl ace contami nated converter after
repai r
The use of non-recommended fl ui ds can resul t i n
transmi ssi on fai l ure. The usual resul ts are errati c
shi fts, sl i ppage, abnormal wear and eventual fai l ure
due to fl ui d breakdown and sl udge formati on. Avoi d
thi s condi ti on by usi ng recommended fl ui ds onl y.
The di psti ck cap and fi l l tube shoul d be wi ped
cl ean before checki ng fl ui d l evel . Di rt, grease and
other forei gn materi al on the cap and tube coul d fal l
i nto the tube i f not removed beforehand. Take the
ti me to wi pe the cap and tube cl ean before wi thdraw-
i ng the di psti ck.
Engi ne cool ant i n the transmi ssi on fl ui d i s gener-
al l y caused by a cool er mal functi on. The onl y remedy
i s to repl ace the radi ator as the cool er i n the radi ator
i s not a servi ceabl e part. I f cool ant has ci rcul ated
through the transmi ssi on, an overhaul i s necessary.
The torque converter shoul d al so be repl aced when-
ever a fai l ure generates sl udge and debri s. Thi s i s
necessary because normal converter fl ushi ng proce-
dures wi l l not remove al l contami nants.
STANDARD PROCEDURE
STANDARD PROCEDURE - FLUID LEVEL
CHECK
Low fl ui d l evel can cause a vari ety of condi ti ons
because i t al l ows the pump to take i n ai r al ong wi th
the fl ui d. As i n any hydraul i c system, ai r bubbl es
make the fl ui d spongy, therefore, pressures wi l l be
l ow and bui l d up sl owl y.
I mproper fi l l i ng can al so rai se the fl ui d l evel too
hi gh. When the transmssi on has too much fl ui d, the
geartrai n churns up foam and cause the same condi -
ti ons whi ch occur wi th a l ow fl ui d l evel .
I n ei ther case, ai r bubbl es can cause overheati ng
and/or fl ui d oxi dati on, and varni shi ng. Thi s can
i nterfere wi th normal val ve, cl utch, and accumul ator
operati on. Foami ng can al so resul t i n fl ui d escapi ng
from the transmi ssi on vent where i t may be mi s-
taken for a l eak.
After the fl ui d has been checked, seat the di psti ck
ful l y to seal out water and di rt.
The transmi ssi on has a di psti ck to check oi l l evel .
I t i s l ocated on the ri ght si de of the engi ne. Be sure
to wi pe al l di rt from di psti ck handl e before removi ng.
The torque converter fi l l s i n both the P (PARK)
and N (NEUTRAL) posi ti ons. Pl ace the sel ector l ever
i n P (PARK) to be sure that the fl ui d l evel check i s
accurate. The engine should be running at idle
speed for at least one minute, with the vehicle
on level ground. At normal operati ng temperature
(approxi matel y 82 C. or 180 F.), the fl ui d l evel i s cor-
rect i f i t i s i n the HOT regi on (cross-hatched area) on
the oi l l evel i ndi cator. The fl ui d l evel wi l l be approx-
i matel y at the upper COLD hol e of the di psti ck at
70 F fl ui d temperature.
NOTE: Engine and Transmission should be at nor-
mal operating temperature before performing this
procedure.
(1) Start engi ne and appl y parki ng brake.
(2) Shi ft the transmi ssi on i nto DRI VE for approxi -
matel y 2 seconds.
(3) Shi ft the transmi ssi on i nto REVERSE for
approxi matel y 2 seconds.
(4) Shi ft the transmi ssi on i nto PARK.
(5) Hook up DRB scan tool and sel ect transmi s-
si on.
(6) Sel ect sensors.
(7) Read the transmi ssi on temperature val ue.
(8) Compare the fl ui d temperature val ue wi th the
chart. (Fi g. 71)
(9) Adjust transmi ssi on fl ui d l evel shown on the
di psti ck accordi ng to the Transmi ssi on Fl ui d Temper-
ature Chart.
NOTE: After adding any fluid to the transmission,
wait a minimum of 2 minutes for the oil to fully
drain from the fill tube into the transmission before
rechecking the fluid level.
(10) Check transmi ssi on for l eaks.
STANDARD PROCEDURE - FLUID AND FILTER
REPLACEMENT
For proper servi ce i nterval s (Refer to LUBRI CA-
TI ON & MAI NTENANCE/MAI NTENANCE SCHED-
ULES - DESCRI PTI ON).
REMOVAL
(1) Hoi st and support vehi cl e on safety stands.
(2) Pl ace a l arge di ameter shal l ow drai n pan
beneath the transmi ssi on pan.
(3) Remove bol ts hol di ng front and si des of pan to
transmi ssi on.
(4) Loosen bol ts hol di ng rear of pan to transmi s-
si on.
(5) Sl owl y separate front of pan away from trans-
mi ssi on al l owi ng the fl ui d to drai n i nto drai n pan.
(6) Hol d up pan and remove remai ni ng bol ts hol d-
i ng pan to transmi ssi on.
(7) Whi l e hol di ng pan l evel , l ower pan away from
transmi ssi on.
FLUID AND FILTER (Continued)
(8) Pour remai ni ng fl ui d i n pan i nto drai n pan.
(9) Remove the screw hol di ng the pri mary oi l fi l ter
(1) to val ve body. (Fi g. 72)
(10) Separate fi l ter from val ve body and oi l pump
and pour fl ui d i n fi l ter i nto drai n pan.
(11) Remove and di scard the oi l fi l ter seal from the
bottom of the oi l pump.
(12) I f repl aci ng the cool er return fi l ter (2), use Oi l
Fi l ter Wrench 8321 to remove the fi l ter from the
transmi ssi on.
(13) Di spose of used trans fl ui d and fi l ter(s) prop-
erl y.
INSPECTION
I nspect bottom of pan and magnet for excessi ve
amounts of metal . A l i ght coati ng of cl utch materi al
on the bottom of the pan does not i ndi cate a probl em
unl ess accompani ed by a sl i ppi ng condi ti on or shi ft
l ag. I f fl ui d and pan are contami nated wi th excessi ve
amounts of debri s, refer to the di agnosi s secti on of
thi s group.
CLEANING
(1) Usi ng a sui tabl e sol vent, cl ean pan and mag-
net.
(2) Usi ng a sui tabl e gasket scraper, cl ean ori gi nal
seal i ng materi al from surface of transmi ssi on case
and the transmi ssi on pan.
Fig. 71 Transmission Fluid Temperature Chart
Fig. 72 Transmission Filters - 4X4 Shown
4 - VALVE BODY
INSTALLATION
(1) I nstal l a new pri mary oi l fi l ter seal i n the oi l
pump i nl et bore. Seat the seal i n the bore wi th the
butt end of a hammer, or other sui tabl e tool .
(2) Pl ace repl acement fi l ter i n posi ti on on val ve
body and i nto the oi l pump.
(3) I nstal l screw to hol d the pri mary oi l fi l ter (1)
(Fi g. 72) to val ve body. Ti ghten screw to 4.5 Nm (40
i n. l bs.) torque.
(4) I nstal l new cool er return fi l ter (2) onto the
transmi ssi on, i f necessary. Torque the fi l ter to 14.12
Nm (125 i n.l bs.).
(5) Pl ace bead of Mopar RTV seal ant onto the
transmi ssi on case seal i ng surface.
(6) Pl ace pan i n posi ti on on transmi ssi on.
(7) I nstal l bol ts to hol d pan to transmi ssi on.
Ti ghten bol ts to 11.8 Nm (105 i n. l bs.) torque.
(8) Lower vehi cl e and fi l l transmi ssi on wi th
Mopar ATF +4.
STANDARD PROCEDURE - TRANSMISSION
FILL
To avoi d overfi l l i ng transmi ssi on after a fl ui d
change or overhaul , perform the fol l owi ng procedure:
(1) Remove di psti ck and i nsert cl ean funnel i n
transmi ssi on fi l l tube.
(2) Add fol l owi ng i ni ti al quanti ty of Mopar ATF
+4 to transmi ssi on:
(a) I f onl y fl ui d and fi l ter were changed, add 10
pints (5 quarts) of ATF +4 to transmi ssi on.
(b) I f transmi ssi on was compl etel y overhaul ed
and the torque converter was repl aced or drai ned,
add 24 pints (12 quarts) of ATF +4 to transmi s-
si on.
(3) Check the transmi ssi on fl ui d (Refer to 21 -
TRANSMI SSI ON/AUTOMATI C - RFE/FLUI D -
STANDARD PROCEDURE) and adjust as requi red.
GEARSHIFT CABLE
DIAGNOSIS AND TESTING - GEARSHIFT
CABLE
(1) Engi ne starts must be possi bl e wi th shi ft l ever
i n PARK or NEUTRAL posi ti ons onl y. Engi ne starts
must not be possi bl e i n any other gear posi ti on.
(2) Wi th the shi ft l ever i n the:
(a) PARK posi ti on - Appl y upward force on the
shi ft arm and remove pressure. Engi ne starts must
be possi bl e.
(b) PARK posi ti on - Appl y downward force on
the shi ft arm and remove pressure. Engi ne starts
must be possi bl e.
(c) NEUTRAL posi ti on - Normal posi ti on. Engi ne
starts must be possi bl e.
(d) NEUTRAL posi ti on - Engi ne runni ng and
brakes appl i ed, appl y upward force on the shi ft
arm. Transmi ssi on shal l not be abl e to shi ft from
neutral to reverse.
REMOVAL
(1) Shi ft transmi ssi on i nto PARK.
(2) Rai se vehi cl e.
(3) Di sengage cabl e (1) eyel et at transmi ssi on
manual shi ft l ever (3) and pul l cabl e adjuster out of
mounti ng bracket. (Fi g. 73)
(4) Lower the vehi cl e.
Fig. 73 Gearshift Cable at Transmission - RFE
1 - GEARSHIFT CABLE
3 - MANUAL LEVER
(5) Remove the dash panel i nsul ati on pad as nec-
essary to access the gearshi ft cabl e grommet (2). (Fi g.
74)
(6) Remove grommet (2) from the dash panel .
(7) Remove any steeri ng col umn (1) tri m necessary
to access the gearshi ft cabl e (2) and BTSI mecha-
ni sm.
(8) Di sconnect the BTSI wi ri ng connector (5).
(9) Di sconnect cabl e at l ower col umn bracket and
shi ft l ever pi n and pul l the cabl e through the dash
panel openi ng i nto the vehi cl e. (Fi g. 75)
(10) Remove gearshi ft cabl e (2) from vehi cl e.
INSTALLATION
(1) Route the transmi ssi on end of the gearshi ft
cabl e (1) through the openi ng i n the dash panel . (Fi g.
76)
(2) Seat the cabl e grommet (2) i nto the dash panel
openi ng.
(3) Snap the cabl e i nto the steeri ng col umn (1)
bracket so the retai ni ng ears (Fi g. 77) are engaged
and snap the cabl e eyel et onto the shi ft l ever bal l
stud.
(4) Rai se the vehi cl e.
(5) Pl ace the transmi ssi on manual shi ft l ever i n
the PARK detent (rearmost) posi ti on and rotate
prop shaft to ensure transmi ssi on i s i n PARK.
Fig. 74 Gearshift Cable at the Dash Panel
1 - GEARSHIFT CABLE
2 - GROMMET
Fig. 75 Gearshift Cable at Steering Column
1 - STEERING COLUMN
2 - GEARSHIFT CABLE
5 - BTSI CONNECTOR
Fig. 76 Gearshift Cable at the Dash Panel
1 - GEARSHIFT CABLE
2 - GROMMET
1 - STEERING COLUMN
2 - GEARSHIFT CABLE
5 - BTSI CONNECTOR
GEARSHIFT CABLE (Continued)
(6) Route the gearshi ft cabl e through the transmi s-
si on mounti ng bracket and secure the cabl e by snap-
pi ng the cabl e retai ni ng ears i nto the transmi ssi on
bracket and snappi ng the cabl e eyel et on the manual
shi ft l ever bal l stud.
(8) Lock the shi ft cabl e adjustment by pressi ng the
cabl e adjuster l ock tab (3) downward unti l i t snaps
i nto pl ace.
(9) Check for proper operati on of the transmi ssi on
range sensor.
(10) Adjust the gearshi ft cabl e (Refer to 21 -
TRANSMI SSI ON/AUTOMATI C/GEAR SHI FT
CABLE - ADJUSTMENTS) and BTSI mechani sm
(Refer to 21 - TRANSMI SSI ON/AUTOMATI C/
BRAKE TRANSMI SSI ON SHI FT I NTERLOCK SYS-
TEM - ADJUSTMENTS) as necessary.
ADJUSTMENTS - GEARSHIFT CABLE
Check adjustment by starti ng the engi ne i n PARK
and NEUTRAL. Adjustment i s CORRECT i f the
engi ne starts onl y i n these posi ti ons. Adjustment i s
I NCORRECT i f the engi ne starts i n one but not both
posi ti ons. I f the engi ne starts i n any posi ti on other
than PARK or NEUTRAL, or i f the engi ne wi l l not
start at al l , the transmi ssi on range sensor may be
faul ty.
Gearshift Adjustment Procedure
(2) Rel ease cabl e adjuster l ock tab (3) (underneath
the steeri ng col umn) (Fi g. 78) to unl ock cabl e.
(4) Di sengage the cabl e eyel et from the transmi s-
si on manual shi ft l ever.
(5) Veri fy transmi ssi on shi ft l ever i s i n PARK
detent by movi ng l ever ful l y rearward. Last rearward
detent i s PARK posi ti on.
(6) Veri fy posi ti ve engagement of transmi ssi on
park l ock by attempti ng to rotate propel l er shaft.
Shaft wi l l not rotate when park l ock i s engaged.
(7) Snap the cabl e eyel et onto the transmi ssi on
manual shi ft l ever.
(9) Lock shi ft cabl e by pressi ng cabl e adjuster l ock
tab (3) downward unti l i t snaps i nto pl ace.
(10) Check engi ne starti ng. Engi ne shoul d start
onl y i n PARK and NEUTRAL.
1 - STEERING COLUMN
2 - GEARSHIFT CABLE
5 - BTSI CONNECTOR
GEARSHIFT CABLE (Continued)
HOLDING CLUTCHES
DESCRIPTION
Three hydraul i cal l y appl i ed mul ti -di sc cl utches are
used to hol d some pl anetary geartrai n components
stati onary whi l e the i nput cl utches dri ve others. The
2C, 4C, and Low/Reverse cl utches are consi dered
hol di ng cl utches. The 2C and 4C cl utches are l ocated
i n the 4C retai ner/bul khead (13). (Fi g. 79)
The Low/Reverse cl utch i s l ocated at the rear of
OPERATION
2C CLUTCH
The 2C cl utch i s hydraul i cal l y appl i ed i n second
and fi fth gear by pressuri zed fl ui d agai nst the 2C
pi ston. When the 2C cl utch i s appl i ed, the reverse
sun gear assembl y i s hel d or grounded to the trans-
mi ssi on case by hol di ng the reacti on pl anetary car-
ri er.
4C CLUTCH
The 4C cl utch i s hydraul i cal l y appl i ed i n second
pri me and fourth gear by pressuri zed fl ui d agai nst
the 4C cl utch pi ston. When the 4C cl utch i s appl i ed,
the reacti on annul us gear i s hel d or grounded to the
Fig. 79 2C and 4C Clutches
4 - DISC 11 - SEAL
LOW/REVERSE CLUTCH
The Low/Reverse cl utch i s hydraul i cal l y appl i ed i n
park, reverse, neutral , and fi rst gear, onl y at l ow
speeds, by pressuri zed fl ui d agai nst the Low/Reverse
cl utch pi ston. When the Low/Reverse cl utch i s
appl i ed, the i nput annul us assembl y i s hel d or
grounded to the transmi ssi on case.
Fig. 80 Low/Reverse Clutch
1 - SNAP-RING (SELECT) 8 - SEAL
2 - REACTION PLATE 9 - BELLEVILLE SPRING
3 - DISC 10 - RETAINER
4 - PLATE 11 - SNAP-RING
5 - L/R CLUTCH RETAINER 12 - OVERRUNNING CLUTCH
6 - SEAL 13 - SNAP-RING
7 - PISTON
HOLDING CLUTCHES (Continued)
INPUT CLUTCH ASSEMBLY
DESCRIPTION
Three hydraul i cal l y appl i ed i nput cl utches are used
to dri ve pl anetary components. The underdri ve, over-
dri ve, and reverse cl utches are consi dered i nput
cl utches and are contai ned wi thi n the i nput cl utch
assembl y. (Fi g. 81) (Fi g. 82)
The i nput cl utch assembl y al so contai ns:
I nput shaft
I nput hub
Cl utch retai ner
Underdri ve pi ston
Overdri ve/reverse pi ston
Overdri ve hub
Underdri ve hub
OPERATION
The three i nput cl utches are responsi bl e for dri vi ng
di fferent components of the pl anetary geartrai n.
UNDERDRIVE CLUTCH
The underdri ve cl utch i s hydraul i cal l y appl i ed i n
fi rst, second, second pri me, and thi rd (di rect) gears
by pressuri zed fl ui d agai nst the underdri ve pi ston.
When the underdri ve cl utch i s appl i ed, the under-
dri ve hub dri ves the i nput sun gear.
Fig. 81 Input Clutch Assembly - Part 1
1 - INPUT CLUTCH HUB 11 - UD CLUTCH
2 - O-RING SEALS 12 - PLATE
3 - SEAL 13 - CLUTCH RETAINER
4 - SNAP-RING 14 - SEAL
5 - SNAP-RING 15 - OD/REV PISTON
6 - UD BALANCE PISTON 16 - BELLEVILLE SPRING
7 - SNAP-RING 17 - SNAP-RING
8 - UD PISTON 18 - SEAL RINGS
9 - SPRING 19 - INPUT SHAFT
10 - DISC 20 - LUBRICATION CHECK VALVE AND SNAP-RING
OVERDRIVE CLUTCH
The overdri ve cl utch i s hydraul i cal l y appl i ed i n
thi rd (di rect), fourth, and fi fth gears by pressuri zed
fl ui d agai nst the overdri ve/reverse pi ston. When the
overdri ve cl utch i s appl i ed, the overdri ve hub dri ves
the reverse carri er/i nput annul us assembl y.
REVERSE CLUTCH
The reverse cl utch i s hydraul i cal l y appl i ed i n
reverse gear by pressuri zed fl ui d agai nst the over-
dri ve/reverse pi ston. When the reverse cl utch i s
appl i ed, the reacti on annul us gear i s dri ven.
DISASSEMBLY
(1) Remove the reverse reacti on pl ate sel ecti ve
snap-ri ng (10) from the i nput cl utch retai ner (13).
(Fi g. 83)
(2) Remove the reverse reacti on pl ate (9) from the
i nput cl utch retai ner (13).
(3) Remove the reverse hub (7) and reverse cl utch
pack (8) from the i nput cl utch retai ner (13).
the overdri ve hub (2).
(5) Remove the overdri ve hub (2) from the i nput
cl utch retai ner (13). (Fi g. 83)
1 - THRUST BEARING NUMBER 3 10 - SNAP-RING (SELECT)
2 - OD HUB/SHAFT 11 - PLATE
3 - SNAP-RING (WAVE) 12 - DISC
4 - REV/OD REACTION PLATE 13 - OD CLUTCH
5 - THRUST BEARING NUMBER 4 14 - SNAP-RING (TAPERED)
6 - SNAP-RING (FLAT) 15 - UD/OD REACTION PLATE
7 - REVERSE HUB/SHAFT 16 - SNAP-RING (FLAT)
8 - REVERSE CLUTCH 17 - UD HUB/SHAFT
9 - REVERSE REACTION PLATE 18 - THRUST BEARING NUMBER 2
INPUT CLUTCH ASSEMBLY (Continued)
the underdri ve hub (17).
(7) Remove the OD/reverse reacti on pl ate snap-
ri ng (6) from the i nput cl utch retai ner (13).
(8) Remove the underdri ve hub (17), overdri ve
cl utch (13), and overdri ve reacti on pl ate (15) from the
i nput cl utch retai ner (13). (Fi g. 83)
NOTE: The overdrive friction discs and steel discs
are thicker than the matching components in the
underdrive and reverse clutches.
the i nput cl utch hub (1).
(10) Remove the overdri ve cl utch wave snap-ri ng
(3) from the i nput cl utch retai ner (13).
(11) Remove the UD/OD reacti on pl ate tapered
snap-ri ng (14) from the i nput cl utch retai ner (13).
(12) Remove the UD/OD reacti on pl ate (15) from
the i nput cl utch retai ner (13).
(13) Remove the UD/OD reacti on pl ate fl at snap-
ri ng (16) from the i nput cl utch retai ner (13). (Fi g. 83)
(14) Remove the underdri ve cl utch pack (11) from
the i nput cl utch retai ner (13). (Fi g. 84)
(15) Usi ng Spri ng Compressor 8251 (2) , compress
the UD/OD bal ance pi ston (3) and remove the snap-
ri ng from the i nput cl utch hub (1). (Fi g. 85)
(16) Remove the UD/OD bal ance pi ston (6) and
pi ston return spri ng (9) from the i nput cl utch
retai ner (13). (Fi g. 84)
(17) Remove the underdri ve pi ston (8) from the
i nput cl utch retai ner (13). (Fi g. 84)
NOTE: Both the UD/OD balance piston and the
underdrive piston have seals molded onto them. If
the seal is damaged, do not attempt to install a new
seal onto the piston. The piston/seal must be
replaced as an assembly.
(18) Remove the i nput cl utch retai ner tapered
snap-ri ng (5).
(19) Separate i nput cl utch retai ner (13) from i nput
cl utch hub (1).
(20) Separate OD/reverse pi ston (15) from i nput
cl utch hub retai ner (13). (Fi g. 84)
(21) Remove al l seal s and o-ri ngs from the i nput
shaft and i nput hub. The o-ri ngs on the i nput hub
are col or coded. Be sure to make note of whi ch o-ri ng
bel ongs i n whi ch l ocati on.
ASSEMBLY
NOTE: Install all new seals and o-rings onto the
input shaft and input hub. The o-rings on the input
hub are color coded. Be sure to install the correct
o-ring in the correct location.
(1) Check the transmi ssi on l ubri cati on check val ve
(20) l ocated i n the i nput shaft usi ng shop ai r. The
val ve shoul d onl y al l ow ai r fl ow i n one di recti on. I f
the val ve al l ows no ai r fl ow, or ai r fl ow i n both di rec-
ti ons, the val ve wi l l need to be repl aced.
(2) Lubri cate al l seal s wi th Mopar ATF +4, Auto-
mati c Transmi ssi on Fl ui d, pri or to i nstal l ati on.
(3) Assembl e the OD/reverse pi ston (15) onto the
i nput cl utch hub (1). (Fi g. 86)
(4) Assembl e the i nput cl utch retai ner (13) onto
the i nput cl utch hub (1).
(5) I nstal l the i nput cl utch retai ner tapered snap-
ri ng (5) wi th tapered si de up onto the i nput cl utch
hub (1).
Fig. 85 Compressing UD/OD Balance Piston Using
Tool 8251
1 - PRESS
2 - TOOL 8251
3 - BALANCE PISTON
(6) I nstal l Pi ston Gui des 8504 (1) i nto the i nput
cl utch retai ner (13) (Fi g. 87) and onto the i nput
cl utch hub (1) to gui de the i nner and outer under-
dri ve pi ston (8) seal s i nto posi ti on.
(7) I nstal l the underdri ve pi ston (8) i nto the i nput
cl utch retai ner (13) and over the i nput cl utch hub (1).
(Fi g. 86)
(8) I nstal l the UD/OD bal ance pi ston return spri ng
pack (9) i nto the i nput cl utch retai ner (13).
(9) I nstal l Pi ston Gui de 8252 (1) i nto the i nput
cl utch retai ner (13) (Fi g. 88) to gui de the UD/OD bal -
ance pi ston (6) seal i nto posi ti on i nsi de the under-
dri ve pi ston (8).
(10) I nstal l the UD/OD bal ance pi ston (3) i nto the
i nput cl utch retai ner and the underdri ve pi ston.
(11) Usi ng Spri ng Compressor 8251 (2), compress
the UD/OD return spri ng pack and secure the pi ston
i n pl ace wi th the snap-ri ng. (Fi g. 89)
(12) I nstal l the underdri ve cl utch pack (11) i nto
the i nput cl utch retai ner. (Fi g. 86)
(13) I nstal l the UD/OD reacti on pl ate l ower fl at
snap-ri ng (16) (Fi g. 90). The correct snap-ri ng can be
i denti fi ed by the two tabbed ears.
(14) I nstal l the UD/OD reacti on pl ate (15) i nto the
i nput cl utch retai ner. The reacti on pl ate i s to be
i nstal l ed wi th the bi g step down.
(15) I nstal l the UD/OD reacti on pl ate upper
tapered snap-ri ng (14) wi th tapered si de up.
(16) I nstal l the i nput cl utch assembl y i nto I nput
Cl utch Pressure Fi xture 8260 (2). (Fi g. 91)
(17) Mount a di al i ndi cator to the assembl y, push
down on the cl utch di scs and zero the i ndi cator
agai nst the underdri ve cl utch di scs (Fi g. 92). Appl y
20 psi of ai r pressure to the underdri ve cl utch and
record the di al i ndi cator readi ng. Measure and record
UD cl utch pack measurement i n four (4) pl aces, 90
apart. Take average of four measurements and com-
pare wi th UD cl utch pack cl earance speci fi cati on.
The correct cl utch cl earance i s 0.84-1.54 mm (0.033-
0.061 i n.). The reacti on pl ate i s not sel ecti ve. I f the
cl utch cl earance i s not wi thi n speci fi cati on, repl ace
the reacti on pl ate al ong wi th al l the fri cti on and steel
di scs.
(18) I nstal l the overdri ve cl utch pack (13) i nto the
i nput cl utch retai ner (Fi g. 90). The overdri ve steel
Fig. 87 Install Underdrive Piston Using Tool 8504
1 - TOOL 8504
Fig. 88 Install Balance Piston Using Tool 8252
1 - TOOL 8252
Fig. 89 Compressing UD/OD Balance Piston Using
Tool 8251
1 - PRESS
2 - TOOL 8251
3 - BALANCE PISTON
separator pl ates can be i denti fi ed by the l ack of the
hal f-moon cuts i n the l ocati ng tabs.
(19) I nstal l the overdri ve cl utch wavy snap-ri ng (3)
wi th the two tabbed ears i nto the i nput cl utch
retai ner.
(20) I nstal l the OD/reverse reacti on pl ate (4) i nto
the i nput cl utch retai ner. The reacti on pl ate i s non-
di recti onal . (Fi g. 90)
(21) I nstal l the OD/reverse reacti on pl ate fl at
snap-ri ng (6) i nto the i nput cl utch retai ner.
(22) Mount a di al i ndi cator to the assembl y and
zero the i ndi cator agai nst the OD/reverse reacti on
pl ate (2) (Fi g. 93). Appl y 20 psi of ai r pressure to the
overdri ve cl utch and record the di al i ndi cator read-
i ng. Measure and record OD cl utch pack measure-
ment i n four (4) pl aces, 90 apart. Take average of
four measurements and compare wi th OD cl utch
pack cl earance speci fi cati on.Veri fy that the cl utch
cl earance i s 1.103-1.856 mm (0.043-0.073 i n.). The
reacti on pl ate i s not sel ecti ve. I f the cl utch cl earance
i s not wi thi n speci fi cati on, repl ace the reacti on pl ate
al ong wi th al l the fri cti on and steel di scs.
(23) I nstal l the reverse cl utch pack (8) i nto the
i nput cl utch retai ner. (Fi g. 90)
(24) I nstal l the reverse reacti on pl ate(9) i nto the
i nput cl utch retai ner.
(25) I nstal l the reverse reacti on pl ate sel ecti ve
snap-ri ng (10) i nto the i nput cl utch retai ner.
(26) Mount a di al i ndi cator to the assembl y, push
down on the cl utch di scs, pul l up on the reacti on
pl ate to ensure the pl ate i s properl y seated and zero
the i ndi cator agai nst the reverse cl utch di scs (2) (Fi g.
94). Appl y 20 psi of ai r pressure to the reverse cl utch
and record the di al i ndi cator readi ng. Measure and
record Reverse cl utch pack measurement i n four (4)
pl aces, 90 apart. Take average of four measurements
and compare wi th Reverse cl utch pack cl earance
speci fi cati on. The correct cl utch cl earance i s 0.58-1.47
mm (0.023-0.058 i n.). Adjust as necessary. I nstal l the
chosen snap-ri ng and re-measure to veri fy sel ecti on.
(27) Remove the reverse cl utch pack (8) from the
i nput cl utch retai ner.
Fig. 91 Input Clutch Assembly Mounted on Tool
8260
2 - TOOL 8260
Fig. 92 Measuring UD Clutch Clearance
1 - TOOL C-3339
2 - UNDERDRIVE CLUTCH PACK
Fig. 93 Measuring OD Clutch Clearance
1 - TOOL C-3339
2 - OD/REV REACTION PLATE
Fig. 94 Measuring Reverse Clutch Clearance
1 - TOOL C-3339
2 - REVERSE CLUTCH PACK
the underdri ve hub (17) wi th outer race agai nst the
hub wi th petrol eum jel l y.
(29) I nstal l the underdri ve hub (17) i nto the i nput
cl utch retai ner.
(30) I nstal l the number 3 thrust beari ng (1) i nto
the overdri ve hub (2) wi th the outer race agai nst the
hub wi th petrol eum jel l y.
(31) I nstal l the overdri ve hub (2) i nto the i nput
cl utch retai ner.
the reverse hub wi th outer race agai nst the hub wi th
petrol eum jel l y.
(33) I nstal l the reverse hub (7) i nto the i nput
cl utch retai ner.
(34) I nstal l the compl ete reverse cl utch pack (8).
(35) I nstal l the reverse reacti on pl ate (9) and snap-
ri ng (10).
(36) Push up on reacti on pl ate to al l ow reverse
cl utch to move freel y.
INPUT SPEED SENSOR
DESCRIPTION
The I nput and Output Speed Sensors are two-wi re
magneti c pi ckup devi ces that generate AC si gnal s as
rotati on occurs. They are mounted i n the l eft si de of
the transmi ssi on case and are consi dered pri mary
i nputs to the Transmi ssi on Control Modul e (TCM).
OPERATION
The I nput Speed Sensor provi des i nformati on on
how fast the i nput shaft i s rotati ng. As the teeth of
the i nput cl utch hub pass by the sensor coi l , an AC
vol tage i s generated and sent to the TCM. The TCM
i nterprets thi s i nformati on as i nput shaft rpm.
The Output Speed Sensor generates an AC si gnal
i n a si mi l ar fashi on, though i ts coi l i s exci ted by rota-
ti on of the rear pl anetary carri er l ugs. The TCM
i nterprets thi s i nformati on as output shaft rpm.
The TCM compares the i nput and output speed
si gnal s to determi ne the fol l owi ng:
Transmi ssi on gear rati o
Speed rati o error detecti on
CVI cal cul ati on
The TCM al so compares the i nput speed si gnal and
the engi ne speed si gnal to determi ne the fol l owi ng:
Torque converter cl utch sl i ppage
Torque converter el ement speed rati o
REMOVAL
(2) Pl ace a sui tabl e fl ui d catch pan under the
transmi ssi on.
(3) Remove the wi ri ng connector from the i nput
speed sensor (3). (Fi g. 95)
(4) Remove the bol t hol di ng the i nput speed sensor
to the transmi ssi on case.
(5) Remove the i nput speed sensor (3) from the
INSTALLATION
(1) I nstal l the i nput speed sensor (3) (Fi g. 96) i nto
the transmi ssi on case.
Fig. 95 Input Speed Sensor
Fig. 96 Input Speed Sensor
(2) I nstal l the bol t to hol d the i nput speed sensor
(3) i nto the transmi ssi on case. Ti ghten the bol t to
11.9 Nm (105 i n.l bs.).
(3) I nstal l the wi ri ng connector onto the i nput
speed sensor.
(4) Veri fy the transmi ssi on fl ui d l evel . Add fl ui d as
necessary.
LINE PRESSURE (LP) SENSOR
DESCRIPTION
The TCM uti l i zes a cl osed-l oop system to control
transmi ssi on l i ne pressure. The system contai ns a
vari abl e force styl e sol enoi d, the Pressure Control
Sol enoi d, mounted on the si de of the sol enoi d and
pressure swi tch assembl y. The sol enoi d i s duty cycl e
control l ed by the TCM to vent the unnecessary l i ne
pressure suppl i ed by the oi l pump back to the sump.
The system al so contai ns a vari abl e pressure styl e
sensor, the Li ne Pressure Sensor, whi ch i s a di rect
i nput to the TCM. The l i ne pressure sol enoi d moni -
tors the transmi ssi on l i ne pressure and compl etes the
feedback l oop to the TCM. The TCM uses thi s i nfor-
mati on to adjust i ts control of the pressure control
sol enoi d to achi eve the desi red l i ne pressure.
OPERATION
The TCM cal cul ates the desi red l i ne pressure
based upon i nputs from the transmi ssi on and engi ne.
The TCM cal cul ates the torque i nput to the trans-
mi ssi on and uses that i nformati on as the pri mary
i nput to the cal cul ati on. The l i ne pressure i s set to a
predetermi ned val ue duri ng shi fts and when the
transmi ssi on i s i n the PARK and NEUTRAL posi -
ti ons. Thi s i s done to ensure consi stent shi ft qual i ty.
Duri ng al l other operati on, the actual l i ne pressure i s
compared to the desi red l i ne pressure and adjust-
ments are made to the pressure control sol enoi d duty
cycl e.
REMOVAL
transmi ssi on.
(3) Remove the wi ri ng connector from the l i ne
pressure sensor (2). (Fi g. 97)
(4) Remove the bol t hol di ng the l i ne pressure sen-
sor (2) to the transmi ssi on case.
(5) Remove the l i ne pressure sensor (2) from the
INSTALLATION
(1) I nstal l the l i ne pressure sensor (2) (Fi g. 98)
i nto the transmi ssi on case.
(2) I nstal l the bol t to hol d the l i ne pressure sensor
11.9 Nm (105 i n.l bs.).
(3) I nstal l the wi ri ng connector onto the l i ne pres-
sure sensor (2).
necessary.
Fig. 97 Line Pressure Sensor
Fig. 98 Line Pressure Sensor
INPUT SPEED SENSOR (Continued)
LOW/REVERSE CLUTCH
DISASSEMBLY
(1) Remove the i nner overrunni ng cl utch snap-ri ng
(13) from the l ow/reverse cl utch retai ner (5). (Fi g. 99)
(2) Remove the outer l ow/reverse reacti on pl ate
fl at snap-ri ng (1. (Fi g. 99)
(3) Remove the l ow/reverse cl utch (3, 4) and the
overrunni ng cl utch (12) from the l ow/reverse cl utch
retai ner (5) as an assembl y. (Fi g. 99)
(4) Separate the l ow/reverse cl utch (3, 4) from the
overrunni ng cl utch (12).
Fig. 99 Low/Reverse Clutch Assembly
7 - PISTON
(5) Remove the overrunni ng cl utch snap-ri ng (1).
(Fi g. 100)
(6) Remove the spacer (4) from the overrunni ng
cl utch (3). (Fi g. 100)
(7) Separate the i nner and outer races (2) of the
overrunni ng cl utch (3). (Fi g. 100)
(8) Remove the overrunni ng cl utch l ower snap-
ri ng. (Fi g. 100)
and a sui tabl e shop press (1), compress the l ow/re-
verse pi ston Bel l evi l l e spri ng (3) and remove the spl i t
retai ni ng ri ng hol di ng the Bel l evi l l e spri ng i nto the
l ow/reverse cl utch retai ner.
(10) Remove the l ow/reverse cl utch Bel l evi l l e
spri ng (3) and pi ston from the l ow/reverse cl utch
retai ner. Use 20 psi of ai r pressure to remove the pi s-
ton i f necessary.
CLEANING
Cl ean the overrunni ng cl utch assembl y, cl utch cam,
and l ow-reverse cl utch retai ner. Dry them wi th com-
pressed ai r after cl eani ng.
INSPECTION
I nspect condi ti on of each cl utch part after cl eani ng.
Repl ace the overrunni ng cl utch rol l er and spri ng
assembl y i f any rol l ers or spri ngs are worn or dam-
aged, or i f the rol l er cage i s di storted, or damaged.
Repl ace the cam i f worn, cracked or damaged.
Repl ace the l ow-reverse cl utch retai ner i f the
cl utch race, rol l er surface or i nsi de di ameter i s
scored, worn or damaged.
ASSEMBLY
(1) Check the bl eed ori fi ce to ensure that i t i s not
pl ugged or restri cted.
(2) I nstal l a new seal on the l ow/reverse pi ston.
Lubri cate the seal wi th Mopar ATF +4, Automati c
Transmi ssi on Fl ui d, pri or to i nstal l ati on.
Fig. 100 Overrunning Clutch
1 - SNAP-RING
2 - OUTER RACE
3 - OVERRUNNING CLUTCH
4 - SPACER
Fig. 101 Compress Low/Reverse Belleville Spring
Using Tool 8285
1 - PRESS
2 - TOOL 8285
3 - BELLEVILLE SPRING
Fig. 102 Compress Low/Reverse Belleville Spring
Using Tool 8285
1 - PRESS
2 - TOOL 8285
3 - BELLEVILLE SPRING
LOW/REVERSE CLUTCH (Continued)
(3) I nstal l the l ow/reverse pi ston i nto the l ow/re-
verse cl utch retai ner.
(4) Posi ti on the l ow/reverse pi ston Bel l evi l l e spri ng
(3) on the l ow/reverse pi ston.
(5) Usi ng Spri ng Compressor 8285 (2) and a sui t-
abl e shop press (1) (Fi g. 102), compress the l ow/re-
verse pi ston Bel l evi l l e spri ng (3) and i nstal l the spl i t
retai ni ng ri ng to hol d the Bel l evi l l e spri ng i nto the
l ow/reverse cl utch retai ner.
(6) I nstal l the l ower overrunni ng cl utch snap-ri ng.
(Fi g. 103)
(7) Assembl e the i nner and outer races (2) of the
overrunni ng cl utch (3). (Fi g. 103)
(8) Posi ti on the overrunni ng cl utch spacer (4) on
the overrunni ng cl utch (3).
(9) I nstal l the upper overrunni ng cl utch snap-ri ng
(1). (Fi g. 103)
(10) Assembl e and i nstal l the l ow/reverse cl utch
pack (3, 4) i nto the l ow/reverse cl utch retai ner (5).
(Fi g. 104)
(11) I nstal l the l ow/reverse reacti on pl ate (2) i nto
the l ow/reverse cl utch retai ner (5) (Fi g. 104). The
reacti on pl ate i s di recti onal and must be i nstal l ed
wi th the fl at si de down.
(12) I nstal l the l ow/reverse cl utch pack snap-ri ng
(1) (Fi g. 104). The snap-ri ng i s sel ectabl e and shoul d
be chosen to gi ve the correct cl utch pack cl earance.
(13) Measure the l ow/reverse cl utch pack cl earance
and adjust as necessary. The correct cl utch cl earance
i s 1.00-1.74 mm (0.039-0.075 i n.).
(14) I nstal l the overrunni ng cl utch (12) i nto the
l ow/reverse cl utch retai ner (5) maki ng sure that the
i ndex spl i nes are al i gned wi th the retai ner.
(15) I nstal l the overrunni ng cl utch i nner snap-ri ng
(13).
Fig. 103 Overrunning Clutch
1 - SNAP-RING
2 - OUTER RACE
3 - OVERRUNNING CLUTCH
4 - SPACER
Fig. 104 Low/Reverse Clutch Assembly
7 - PISTON
OIL PUMP
DESCRIPTION
The oi l pump (2) (Fi g. 105) i s l ocated at the front of
the transmi ssi on i nsi de the bel l housi ng and behi nd
the transmi ssi on front cover.
The oi l pump consi sts of two i ndependent pumps.
(Fi g. 106)
The oi l pump al so contai ns a number of val ves.
The converter cl utch swi tch (3) (Fi g. 107) and control
val ves (2), pressure regul ator val ve (5), and converter
pressure l i mi t val ve (6) are al l l ocated i n the oi l
pump val ve body.
A front seal (2) (Fi g. 108), and a bol t on reacti on
shaft (5) compl ete the oi l pump assembl y.
OPERATION
As the torque converter rotates, the converter hub
rotates the oi l pump dri ve gear. As the dri ve gear
rotates both dri ven gears, a vacuum i s created when
the gear teeth come out of mesh. Thi s sucti on draws
fl ui d through the pump i nl et from the oi l pan. As the
gear teeth come back i nto mesh, pressuri zed fl ui d i s
forced i nto the pump outl et and to the oi l pump
val ves.
At l ow speeds, both si des of the pump suppl y fl ui d
to the transmi ssi on. As the speed of the torque con-
verter i ncreases, the fl ow from both si des i ncreases
unti l the fl ow from the pri mary si de al one i s suffi -
ci ent to meet system demands. At thi s poi nt, the
check val ve l ocated between the two pumps cl oses.
The secondary si de i s shut down and the pri mary
si de suppl i es al l the fl ui d to the transmi ssi on.
CONVERTER CLUTCH SWITCH VALVE
The converter cl utch swi tch val ve i s used to control
the hydraul i c pressure suppl i ed to the front (OFF)
si de of the torque converter cl utch.
CONVERTER CLUTCH REGULATOR VALVE
The converter cl utch regul ator val ve i s used to con-
trol the hydraul i c pressure suppl i ed to the back (ON)
si de of the torque converter cl utch.
TORQUE CONVERTER LIMIT VALVE
The torque converter l i mi t val ve serves to l i mi t the
avai l abl e l i ne pressure to the torque converter cl utch.
Fig. 105 Oil Pump
2 - OIL PUMP
Fig. 106 Oil Pump Gears
1 - PUMP HOUSING
2 - DRIVE GEAR
3 - DRIVEN GEARS
Fig. 107 Oil Pump Valves
1 - TORQUE CONVERTER CLUTCH ACCUMULATOR VALVE
2 - TORQUE CONVERTER CLUTCH CONTROL VALVE
3 - TORQUE CONVERTER CLUTCH SWITCH VALVE
4 - PUMP VALVE BODY
5 - PRESSURE REGULATOR VALVE
6 - TORQUE CONVERTER CLUTCH LIMIT VALVE
STANDARD PROCEDURE - OIL PUMP VOLUME
CHECK
Measuri ng the oi l pump output vol ume wi l l deter-
mi ne i f suffi ci ent oi l fl ow to the transmi ssi on oi l
cool er exi sts, and whether or not an i nternal trans-
mi ssi on fai l ure i s present.
Veri fy that the transmi ssi on fl ui d i s at the proper
l evel . Refer to the Fl ui d Level Check procedure i n
thi s secti on. I f necessary, fi l l the transmi ssi on to the
proper l evel wi th Mopar ATF +4, Automati c Trans-
mi ssi on Fl ui d.
(1) Di sconnect the To cooler l i ne at the cool er
i nl et and pl ace a col l ecti ng contai ner under the di s-
connected l i ne.
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 engi ne at 1800 rpm, wi th the shi ft
sel ector i n neutral . Veri fy that the transmi ssi on fl ui d
temperature i s bel ow 104.5 C (220 F) for thi s test.
(3) I f one quart of transmi ssi on fl ui d i s col l ected i n
the contai ner i n 30 seconds or l ess, oi l pump fl ow vol -
ume i s wi thi n acceptabl e l i mi ts. I f fl ui d fl ow i s i nter-
mi ttent, or i t takes more than 30 seconds to col l ect
one quart of fl ui d, refer to the Hydraul i c Pressure
tests i n thi s secti on for further di agnosi s.
(4) Re-connect the To cooler l i ne to the transmi s-
si on cool er i nl et.
(5) Refi l l the transmi ssi on to proper l evel .
Fig. 108 Oil Pump Reaction Shaft
1 - PUMP HOUSING 4 - SEAL RING (5)
2 - SEAL 5 - REACTION SHAFT SUPPORT
3 - OIL FILTER SEAL 6 - PUMP VALVE BODY
OIL PUMP (Continued)
DISASSEMBLY
(1) Remove the bol ts hol di ng the reacti on shaft
support (5) to the oi l pump. (Fi g. 109)
(2) Remove the reacti on shaft support (5) from the
oi l pump. (Fi g. 109)
(3) Remove al l bol ts hol di ng the oi l pump hal ves
together. (Fi g. 109)
(4) Usi ng sui tabl e pryi ng tool s, separate the oi l
pump secti ons by i nserti ng the tool s i n the suppl i ed
areas and pryi ng the hal ves apart.
NOTE: The oil pump halves are aligned to each
other through the use of two dowels. Be sure to pry
upward evenly to prevent damage to the oil pump
components.
Fig. 109 Oil Pump Assembly
(5) Remove the screws (7) hol di ng the separator
pl ate (1) onto the oi l pump housi ng (4). (Fi g. 110)
(6) Remove the separator pl ate (1) from the oi l
pump housi ng (4). (Fi g. 110)
(7) Mark al l gears for l ocati on. The gears are
sel ect fi t and i f the oi l pump i s to be reused, the
gears must be returned to thei r ori gi nal l ocati ons.
(8) Remove the oi l pump gears (2, 6) from the oi l
pump housi ng (4). (Fi g. 110)
Fig. 110 Oil Pump Housing and Gears
1 - SEPARATOR PLATE 5 - DOWEL (2)
2 - DRIVEN GEAR (2) 6 - DRIVE GEAR
3 - CHECK VALVE 7 - SCREW
4 - PUMP HOUSING
(9) Remove the oi l pump val ve retai ners (1) and
associ ated val ve (2) and spri ng one at a ti me. (Fi g.
111) (Fi g. 112) Mark the combi nati on of components
as a group and tag them as to the l ocati on from
whi ch they were removed.
CLEANING
Cl ean pump and support components wi th sol vent
and dry them wi th compressed ai r.
INSPECTION
Check condi ti on of the seal ri ngs and thrust
washer on the reacti on shaft support. The seal ri ngs
do not need to be repl aced unl ess cracked, broken, or
severel y worn.
I nspect the pump and support components. Repl ace
the pump or support i f the seal ri ng grooves or
machi ned surfaces are worn, scored, pi tted, or dam-
aged. Repl ace the pump gears i f pi tted, worn
chi pped, or damaged.
I nspect the pump reacti on shaft support bushi ngs.
Repl ace ei ther bushi ng onl y i f heavi l y worn, scored or
damaged. I t i s not necessary to repl ace the bushi ngs
unl ess they are actual l y damaged.
I nspect the val ves and pl ugs for scratches, burrs,
ni cks, or scores. Mi nor surface scratches on steel
val ves and pl ugs can be removed wi th crocus cl oth
but do not round off the edges of the valve or
plug lands. Mai ntai ni ng sharpness of these edges i s
vi tal l y i mportant. The edges prevent forei gn matter
from l odgi ng between the val ves and pl ugs and the
bore.
I nspect al l the val ve and pl ug bores i n the oi l
pump cover. Use a penl i ght to vi ew the bore i nteri -
ors. Repl ace the oi l pump i f any bores are di storted
or scored. I nspect al l of the val ve spri ngs. The
spri ngs must be free of di storti on, warpage or broken
coi l s.
Tri al fi t each val ve and pl ug i n i ts bore to check
freedom of operati on. When cl ean and dry, the val ves
and pl ugs shoul d drop freel y i nto the bores.
ASSEMBLY
NOTE: Clean and inspect all components. Make
sure that all passages are thoroughly cleaned and
are free from dirt or debris. Make sure that all
valves move freely in their proper bore. Make sure
that all gear pockets and bushings are free from
excessive wear and scoring. Replace the oil pump if
any excessive wear or scoring is found.
Fig. 111 Oil Pump Valve Body
1 - T/C REGULATOR VALVE
2 - T/C LIMIT VALVE
3 - REGULATOR VALVE
4 - OIL PUMP VALVE BODY
Fig. 112 T/C Switch Valve
1 - RETAINER
2 - T/C SWITCH VALVE
(1) Lubri cate the oi l pump val ves wi th Mopar
ATF +4 and i nstal l the val ve, spri ng and retai ner
i nto the appropri ate oi l pump val ve body (4) bore.
(Fi g. 113) (Fi g. 114)
(2) Coat the gears (2, 6) wi th Mopar ATF +4 and
i nstal l i nto thei r ori gi nal l ocati ons.
(3) Pl ace the separator pl ate (1) onto the oi l pump
housi ng (4). (Fi g. 115)
(4) I nstal l the screws(7) (Fi g. 115) to hol d the sep-
arator pl ate (1) onto the oi l pump housi ng (4).
Ti ghten the screws to 4.5 Nm (40 i n.l bs.).
(5) Posi ti on the oi l pump val ve body (6) onto the
l ocati ng dowel s. (Fi g. 116)
(6) Seat the two oi l pump hal ves together and
i nstal l al l bol ts fi nger ti ght.
(7) Torque al l bol ts down sl owl y starti ng i n the
center and worki ng outward. The correct torque i s
4.5 Nm (40 i n.l bs.).
(8) Veri fy that the oi l pump gears rotate freel y and
smoothl y.
(9) Posi ti on the reacti on shaft support (5) onto the
oi l pump val ve body (6). (Fi g. 116)
(10) I nstal l and torque the bol ts (Fi g. 116) to hol d
the reacti on shaft support (5) to the oi l pump val ve
body (6). The correct torque i s 12 Nm (105 i n.l bs.).
Fig. 113 Oil Pump Valve Body
1 - T/C REGULATOR VALVE
2 - T/C LIMIT VALVE
3 - REGULATOR VALVE
Fig. 114 T/C Switch Valve
1 - RETAINER
2 - T/C SWITCH VALVE
Fig. 115 Oil Pump Housing and Gears
1 - SEPARATOR PLATE 5 - DOWEL (2)
2 - DRIVEN GEAR (2) 6 - DRIVE GEAR
3 - CHECK VALVE 7 - SCREW
4 - PUMP HOUSING
Fig. 116 Oil Pump Assembly
OIL PUMP FRONT SEAL
REMOVAL
(1) Remove transmi ssi on from the vehi cl e.
(2) Remove the torque converter from the trans-
mi ssi on.
(3) Usi ng a screw mounted i n a sl i de hammer,
remove the oi l pump front seal .
INSTALLATION
(1) Cl ean seal bore of the oi l pump of any resi due
or parti cl es from the ori gi nal seal .
(2) I nstal l new oi l seal i n the oi l pump housi ng
usi ng Seal I nstal l er C-3860-A (1) (Fi g. 117).
OUTPUT SPEED SENSOR
DESCRIPTION
The I nput and Output Speed Sensors are two-wi re
magneti c pi ckup devi ces that generate AC si gnal s as
rotati on occurs. They are mounted i n the l eft si de of
the transmi ssi on case and are consi dered pri mary
i nputs to the Transmi ssi on Control Modul e (TCM).
OPERATION
The I nput Speed Sensor provi des i nformati on on
how fast the i nput shaft i s rotati ng. As the teeth of
the i nput cl utch hub pass by the sensor coi l , an AC
vol tage i s generated and sent to the TCM. The TCM
i nterprets thi s i nformati on as i nput shaft rpm.
The Output Speed Sensor generates an AC si gnal
i n a si mi l ar fashi on, though i ts coi l i s exci ted by rota-
ti on of the rear pl anetary carri er l ugs. The TCM
i nterprets thi s i nformati on as output shaft rpm.
The TCM compares the i nput and output speed
si gnal s to determi ne the fol l owi ng:
Transmi ssi on gear rati o
Speed rati o error detecti on
CVI cal cul ati on
The TCM al so compares the i nput speed si gnal and
the engi ne speed si gnal to determi ne the fol l owi ng:
Torque converter cl utch sl i ppage
Torque converter el ement speed rati o
REMOVAL
transmi ssi on.
(3) Remove the wi ri ng connector from the output
speed sensor (1) (Fi g. 118).
(4) Remove the bol t hol di ng the output speed sen-
sor (1) to the transmi ssi on case.
(5) Remove the output speed sensor (1) from the
Fig. 117 Install Oil Pump Front Seal
1 - TOOL C-3860-A
Fig. 118 Output Speed Sensor
INSTALLATION
(1) I nstal l the output speed sensor (1) (Fi g. 119)
i nto the transmi ssi on case.
(2) I nstal l the bol t to hol d the output speed sensor
11.9 Nm (105 i n.l bs.).
(3) I nstal l the wi ri ng connector onto the output
speed sensor (1).
necessary.
TOW/HAUL OVERDRIVE
SWITCH
DESCRIPTION
The tow/haul overdri ve OFF (control ) swi tch i s
l ocated i n the shi ft l ever arm (Fi g. 120). The swi tch
i s a momentary contact devi ce that si gnal s the PCM
to toggl e current status of the overdri ve functi on.
OPERATION
At key-on, overdri ve operati on i s al l owed. Pressi ng
the swi tch once causes the tow/haul overdri ve OFF
mode to be entered and the Tow/Haul l amp to be i l l u-
mi nated. Pressi ng the swi tch a second ti me causes
normal overdri ve operati on to be restored and the
tow/haul l amp to be turned off. The tow/haul over-
dri ve OFF mode defaul ts to ON after the i gni ti on
swi tch i s cycl ed OFF and ON. The normal posi ti on
for the control swi tch i s the ON posi ti on. The swi tch
must be i n thi s posi ti on to energi ze the sol enoi d and
al l ow a 3-4 upshi ft. The control swi tch i ndi cator l i ght
i l l umi nates onl y when the tow/haul overdri ve swi tch
i s turned to the OFF posi ti on, or when i l l umi nated
by the transmi ssi on control modul e.
REMOVAL
(1) Usi ng a pl asti c tri m tool , remove the tow/haul
overdri ve off swi tch retai ner (2) from the shi ft l ever
(1) (Fi g. 121).
Fig. 119 Output Speed Sensor
Fig. 120 Tow/Haul Overdrive Off Switch
Fig. 121 Tow/Haul Overdrive Off Switch Retainer
1 - GEAR SHIFT LEVER
2 - SWITCH RETAINER
3 - PLASTIC TRIM TOOL
OUTPUT SPEED SENSOR (Continued)
(2) Pul l the swi tch (2) outwards to rel ease i t from
the connector i n the l ever (1) (Fi g. 122)
INSTALLATION
NOTE: There is enough slack in the wire to pull out
the connector from the lever.
(1) Pul l the connector (2) out of the l ever (1) just
enough to grasp i t.
CAUTION: Be careful not to bend the pins on the
tow/haul overdrive off switch. Use care when
installing the switch, as it is not indexed, and can
be accidentally installed incorrectly.
(2) I nstal l the tow/haul overdri ve off swi tch (3)
i nto the connector (2) (Fi g. 123)
(3) Push the tow/haul overdri ve off swi tch (3) and
wi ri ng i nto the shi ft l ever (1).
(4) I nstal l the tow/haul overdri ve off swi tch
retai ner onto the shi ft l ever.
PISTONS
DESCRIPTION
There are several si zes and types of pi stons used i n
an automati c transmi ssi on. Some pi stons are used to
appl y cl utches, whi l e others are used to appl y bands.
They al l have i n common the fact that they are
round or ci rcul ar i n shape, l ocated wi thi n a smooth
wal l ed cyl i nder, whi ch i s cl osed at one end and con-
verts fl ui d pressure i nto mechani cal movement. The
fl ui d pressure exerted on the pi ston i s contai ned
wi thi n the system through the use of pi ston ri ngs or
seal s.
OPERATION
The pri nci pal whi ch makes thi s operati on possi bl e
i s known as Pascal s Law. Pascal s Law can be stated
as: Pressure on a confi ned fl ui d i s transmi tted
equal l y i n al l di recti ons and acts wi th equal force on
equal areas.
PRESSURE
Pressure (Fi g. 124) i s nothi ng more than force
(l bs.) di vi ded by area (i n or ft.), or force per uni t
area. Gi ven a 100 l b. bl ock and an area of 100 sq. i n.
on the fl oor, the pressure exerted by the bl ock i s: 100
l bs. 100 i n or 1 pound per square i nch, or PSI as i t i s
commonl y referred to.
Fig. 122 Remove the Tow/Haul Overdrive Off Switch
2 - SWITCH
Fig. 123 Install the Tow/Haul Overdrive Off Switch
2 - OVERDRIVE OFF SWITCH WIRING CONNECTOR
3 - OVERDRIVE OFF SWITCH
Fig. 124 Force and Pressure Relationship
TOW/HAUL OVERDRIVE SWITCH (Continued)
PRESSURE ON A CONFINED FLUID
Pressure i s exerted on a confi ned fl ui d (Fi g. 125)
by appl yi ng a force to some gi ven area i n contact
wi th the fl ui d. A good exampl e of thi s i s a cyl i nder
fi l l ed wi th fl ui d and equi pped wi th a pi ston that i s
cl osel y fi tted to the cyl i nder wal l . I f a force i s appl i ed
to the pi ston, pressure wi l l be devel oped i n the fl ui d.
Of course, no pressure wi l l be created i f the fl ui d i s
not confi ned. I t wi l l si mpl y l eak past the pi ston.
There must be a resi stance to fl ow i n order to create
pressure. Pi ston seal i ng i s extremel y i mportant i n
hydraul i c operati on. Several ki nds of seal s are used
to accompl i sh thi s wi thi n a transmi ssi on. These
i ncl ude but are not l i mi ted to O-ri ngs, D-ri ngs, l i p
seal s, seal i ng ri ngs, or extremel y cl ose tol erances
between the pi ston and the cyl i nder wal l . The force
exerted i s downward (gravi ty), however, the pri nci pl e
remai ns the same no matter whi ch di recti on i s taken.
The pressure created i n the fl ui d i s equal to the force
appl i ed, di vi ded by the pi ston area. I f the force i s 100
l bs., and the pi ston area i s 10 sq. i n., then the pres-
sure created equal s 10 PSI . Another i nterpretati on of
Pascal s Law i s that regardl ess of contai ner shape or
si ze, the pressure wi l l be mai ntai ned throughout, as
l ong as the fl ui d i s confi ned. I n other words, the
pressure i n the fl ui d i s the same everywhere wi thi n
the contai ner.
FORCE MULTIPLICATION
Usi ng the 10 PSI exampl e used i n the i l l ustrati on
(Fi g. 126), a force of 1000 l bs. can be moved wi th a
force of onl y 100 l bs. The secret of force mul ti pl i ca-
ti on i n hydraul i c systems i s the total fl ui d contact
area empl oyed. The i l l ustrati on, (Fi g. 126), shows an
area that i s ten ti mes l arger than the ori gi nal area.
The pressure created wi th the smal l er 100 l b. i nput
i s 10 PSI . The concept pressure i s the same every-
where means that the pressure underneath the
l arger pi ston i s al so 10 PSI . Pressure i s equal to the
force appl i ed di vi ded by the contact area. Therefore,
by means of si mpl e al gebra, the output force may be
found. Thi s concept i s extremel y i mportant, as i t i s
al so used i n the desi gn and operati on of al l shi ft
val ves and l i mi ti ng val ves i n the val ve body, as wel l
as the pi stons, of the transmi ssi on, whi ch acti vate
the cl utches and bands. I t i s nothi ng more than
usi ng a di fference of area to create a di fference i n
pressure to move an object.
Fig. 125 Pressure on a Confined Fluid
Fig. 126 Force Multiplication
PISTONS (Continued)
PISTON TRAVEL
The rel ati onshi p between hydraul i c l ever and a
mechani cal l ever i s the same. Wi th a mechani cal l ever
i ts a wei ght-to-di stance output rather than a pressure-to-
area output. Usi ng the same forces and areas as i n the
previ ous exampl e, the smal l er pi ston (Fi g. 127) has to
move ten ti mes the di stance requi red to move the l arger
pi ston one i nch. Therefore, for every i nch the l arger pi s-
ton moves, the smal l er pi ston moves ten i nches. Thi s
pri nci pl e i s true i n other i nstances al so. A common
garage fl oor jack i s a good exampl e. To rai se a car wei gh-
i ng 2000 l bs., an effort of onl y 100 l bs. may be requi red.
For every i nch the car moves upward, the i nput pi ston at
the jack handl e must move 20 i nches downward.
PLANETARY GEARTRAIN
DESCRIPTION
The pl anetary geartrai n i s l ocated behi nd the 4C
retai ner/bul khead, toward the rear of the transmi s-
si on. The pl anetary geartrai n consi sts of three pri -
mary assembl i es:
Reacti on (3, 4, 8) (Fi g. 128).
Reverse (7) (Fi g. 129).
I nput (4, 5, 6) (Fi g. 129).
Fig. 127 Piston Travel
Fig. 128 Reaction Planetary Geartrain
PISTONS (Continued)
OPERATION
REACTION PLANETARY GEARTRAIN
The reacti on pl anetary carri er and reverse sun
gear of the reacti on pl anetary geartrai n are a si ngl e
component whi ch i s hel d by the 2C cl utch when
requi red. The reacti on annul us gear i s a stand al one
component that can be dri ven by the reverse cl utch
or hel d by the 4C cl utch. The reacti on sun gear i s
dri ven by the overdri ve cl utch.
REVERSE PLANETARY GEARTRAIN
The reverse pl anetary geartrai n i s the mi ddl e of
the three pl anetary sets. The reverse pl anetary car-
ri er can be dri ven by the overdri ve cl utch as
requi red. The reverse pl anetary carri er i s al so
spl i ned to the i nput annul us gear, whi ch can be hel d
by the l ow/reverse cl utch. The reverse pl anetary
annul us, i nput pl anetary carri er, and output shaft
are al l one pi ece.
INPUT PLANETARY GEARTRAIN
The i nput sun gear of the i nput pl anetary
geartrai n i s dri ven by the underdri ve cl utch.
Fig. 129 Reverse/Input Planetary Geartrain
1 - SNAP-RING 5 - INPUT PLANETARY CARRIER
2 - THRUST BEARING NUMBER 10 6 - INPUT SUN GEAR
3 - THRUST BEARING NUMBER 11 7 - REVERSE PLANETARY CARRIER
4 - INPUT ANNULUS
PLANETARY GEARTRAIN (Continued)
DISASSEMBLY
(1) Remove the snap-ri ng (1) hol di ng the i nput
annul us (4) i nto the i nput carri er (5) (Fi g. 130).
(2) Remove the i nput annul us (4) from the i nput
carri er (5) (Fi g. 130).
(3) Remove the number 9 thrust beari ng from the
reverse pl anetary carri er. Note that thi s pl anetary
carri er has four pi ni on gears.
(4) Remove the reverse pl anetary gear carri er (7)
(Fi g. 130).
the i nput sun gear (6) (Fi g. 130).
(6) Remove the i nput sun gear (6) from the i nput
the i nput carri er (5) (Fi g. 130).
CLEANING
Cl ean the pl anetary components i n sol vent and dry
them wi th compressed ai r.
INSPECTION
Check sun gear and dri vi ng shel l condi ti on. Repl ace
the gear i f damaged or i f the bushi ngs are scored or
worn. The bushi ngs are not servi ceabl e. Repl ace the
dri vi ng shel l i f worn, cracked or damaged.
Repl ace pl anetary gear sets i f gears, pi ni on pi ns, or
carri er are damaged i n any way. Repl ace the annul us
gears and supports i f ei ther component i s worn or
damaged.
Repl ace the output shaft i f the machi ned surfaces
are scored, pi tted, or damaged i n any way. Al so repl ace
the shaft i f the spl i nes are damaged, or exhi bi ts cracks
at any l ocati on.
Fig. 130 Reverse/Input Planetary Carrier Assembly
4 - INPUT ANNULUS
ASSEMBLY
wear or scoring.
the i nput pl anetary carri er (5) so that the i nner race
wi l l be toward the front of the transmi ssi on (Fi g.
131).
(2) I nstal l the i nput sun gear (6) i nto the i nput
the rear of the reverse pl anetary carri er (7) wi th the
i nner race toward the carri er (Fi g. 131).
(4) I nstal l the number 9 thrust beari ng onto the
front of the reverse pl anetary carri er (7) wi th the
outer race toward the carri er and the i nner race fac-
i ng upward (Fi g. 131).
(5) I nstal l the reverse pl anetary gear carri er (7)
i nto the i nput carri er (5) (Fi g. 131).
(6) I nstal l the i nput annul us gear (4) i nto the
i nput carri er (5) (Fi g. 131).
(7) I nstal l the snap-ri ng (1) to hol d the i nput
annul us gear (4) i nto the i nput carri er (5) (Fi g. 131).
Fig. 131 Reverse/Input Planetary Carrier Assembly
4 - INPUT ANNULUS
SHIFT MECHANISM
DESCRIPTION
The gear shi ft mechani sm provi des si x shi ft posi -
ti ons whi ch are:
Park (P)
Reverse (R)
Neutral (N)
Dri ve (D)
Manual second (2)
Manual l ow (1)
OPERATION
MANUAL LOW (1) range provi des fi rst gear onl y.
Overrun braki ng i s al so provi ded i n thi s range.
MANUAL SECOND (2) range provi des fi rst and sec-
ond gear onl y.
DRI VE range provi des FI RST, SECOND, THI RD,
OVERDRI VE FOURTH, and OVERDRI VE FI FTH (i f
appl i cabl e) gear ranges. The shi ft i nto OVERDRI VE
FOURTH and FI FTH (i f appl i cabl e) gear ranges
occurs onl y after the transmi ssi on has compl eted the
shi ft i nto D THI RD gear range. No further movement
of the shi ft mechani sm i s requi red to compl ete the
3-4 or 4-5 (i f appl i cabl e) shi fts.
The FOURTH and FI FTH (i f appl i cabl e) gear
upshi fts occur automati cal l y when the overdri ve
sel ector swi tch i s i n the ON posi ti on. No upshi ft to
FOURTH or FI FTH (i f appl i cabl e) gears wi l l occur i f
any of the fol l owi ng are true:
The transmi ssi on fl ui d temperature i s bel ow 10
C (50 F) or above 121 C (250 F).
The shi ft to THI RD i s not yet compl ete.
Vehi cl e speed i s too l ow for the 3-4 or 4-5 (i f
appl i cabl e) shi fts to occur.
Upshi fts i nto FOURTH or FI FTH (i f appl i cabl e)
wi l l be del ayed when the transmi ssi on fl ui d temper-
ature i s bel ow 4.5 C (40 F) or above 115.5 C (240
F).
DESCRIPTION
The Sol enoi d Swi tch Val ve (SSV) i s l ocated i n the
val ve body and control s the di recti on of the transmi s-
si on fl ui d when the L/R-TCC sol enoi d i s energi zed.
OPERATION
The Sol enoi d Swi tch Val ve control s l i ne pressure
from the LR-TCC sol enoi d. I n 1st gear, the SSV wi l l
be i n the downshi fted posi ti on, thus di recti ng fl ui d to
the L/R cl utch ci rcui t. I n 2nd, 3rd, 4th, and 5th (i f
appl i cabl e) gears, the sol enoi d swi tch val ve wi l l be i n
the upshi fted posi ti on and di rects the fl ui d i nto the
torque converter cl utch (TCC) ci rcui t.
When shi fti ng i nto 1st gear, a speci al hydraul i c
sequence i s performed to ensure SSV movement i nto
the downshi fted posi ti on. The L/R pressure swi tch i s
moni tored to confi rm SSV movement. I f the move-
ment i s not confi rmed (the L/R pressure swi tch does
not cl ose), 2nd gear i s substi tuted for 1st. A DTC wi l l
be set after three unsuccessful attempts are made to
get i nto 1st gear i n one gi ven key start.
SOLENOIDS
DESCRIPTION
The typi cal el ectri cal sol enoi d used i n automoti ve
appl i cati ons i s a l i near actuator. I t i s a devi ce that
produces moti on i n a strai ght l i ne. Thi s strai ght l i ne
moti on can be ei ther forward or backward i n di rec-
ti on, and short or l ong di stance.
A sol enoi d i s an el ectromechani cal devi ce that uses
a magneti c force to perform work. I t consi sts of a coi l
of wi re, wrapped around a magneti c core made from
steel or i ron, and a spri ng l oaded, movabl e pl unger,
whi ch performs the work, or strai ght l i ne moti on.
The sol enoi ds used i n transmi ssi on appl i cati ons
are attached to val ves whi ch can be cl assi fi ed as nor-
mally open or normally closed. The normally
open sol enoi d val ve i s defi ned as a val ve whi ch
al l ows hydraul i c fl ow when no current or vol tage i s
appl i ed to the sol enoi d. The normally closed sol e-
noi d val ve i s defi ned as a val ve whi ch does not al l ow
hydraul i c fl ow when no current or vol tage i s appl i ed
to the sol enoi d. These val ves perform hydraul i c con-
trol functi ons for the transmi ssi on and must there-
fore be durabl e and tol erant of di rt parti cl es. For
these reasons, the val ves have hardened steel pop-
pets and bal l val ves. The sol enoi ds operate the val ves
di rectl y, whi ch means that the sol enoi ds must have
very hi gh outputs to cl ose the val ves agai nst the si z-
abl e fl ow areas and l i ne pressures found i n current
transmi ssi ons. Fast response ti me i s al so necessary
to ensure accurate control of the transmi ssi on.
The strength of the magneti c fi el d i s the pri mary
force that determi nes the speed of operati on i n a par-
ti cul ar sol enoi d desi gn. A stronger magneti c fi el d wi l l
cause the pl unger to move at a greater speed than a
weaker one. There are basi cal l y two ways to i ncrease
the force of the magneti c fi el d:
1. I ncrease the amount of current appl i ed to the
coi l or
2. I ncrease the number of turns of wi re i n the coi l .
The most common practi ce i s to i ncrease the num-
ber of turns by usi ng thi n wi re that can compl etel y
fi l l the avai l abl e space wi thi n the sol enoi d housi ng.
The strength of the spri ng and the l ength of the
pl unger al so contri bute to the response speed possi -
bl e by a parti cul ar sol enoi d desi gn.
A sol enoi d can al so be descri bed by the method by
whi ch i t i s control l ed. Some of the possi bi l i ti es
i ncl ude vari abl e force, pul se-wi dth modul ated, con-
stant ON, or duty cycl e. The vari abl e force and pul se-
wi dth modul ated versi ons uti l i ze si mi l ar methods to
control the current fl ow through the sol enoi d to posi -
ti on the sol enoi d pl unger at a desi red posi ti on some-
where between ful l ON and ful l OFF. The constant
ON and duty cycl ed versi ons control the vol tage
across the sol enoi d to al l ow ei ther ful l fl ow or no fl ow
through the sol enoi ds val ve.
OPERATION
When an el ectri cal current i s appl i ed to the sol e-
noi d coi l , a magneti c fi el d i s created whi ch produces
an attracti on to the pl unger, causi ng the pl unger to
move and work agai nst the spri ng pressure and the
l oad appl i ed by the fl ui d the val ve i s control l i ng. The
pl unger i s normal l y di rectl y attached to the val ve
whi ch i t i s to operate. When the current i s removed
from the coi l , the attracti on i s removed and the
pl unger wi l l return to i ts ori gi nal posi ti on due to
spri ng pressure.
The pl unger i s made of a conducti ve materi al and
accompl i shes thi s movement by provi di ng a path for
the magneti c fi el d to fl ow. By keepi ng the ai r gap
between the pl unger and the coi l to the mi ni mum
necessary to al l ow free movement of the pl unger, the
magneti c fi el d i s maxi mi zed.
TORQUE CONVERTER
DESCRIPTION
The torque converter (Fi g. 132) i s a hydraul i c
devi ce that coupl es the engi ne crankshaft to the
transmi ssi on. The torque converter consi sts of an
outer shel l wi th an i nternal turbi ne (1), a stator (2),
an overrunni ng cl utch, an i mpel l er (5), and an el ec-
troni cal l y appl i ed converter cl utch (6). The converter
cl utch provi des reduced engi ne speed and greater
fuel economy when engaged. Cl utch engagement al so
provi des reduced transmi ssi on fl ui d temperatures.
The torque converter hub (3) dri ves the transmi ssi on
oi l (fl ui d) pump and contai ns an o-ri ng seal (4) to bet-
ter control oi l fl ow.
The torque converter i s a seal ed, wel ded uni t that
i s not repai rabl e and i s servi ced as an assembl y.
CAUTION: The torque converter must be replaced if
a transmission failure resulted in large amounts of
metal or fiber contamination in the fluid.
Fig. 132 Torque Converter Assembly
1 - TURBINE ASSEMBLY
2 - STATOR
3 - CONVERTER HUB
4 - O-RING
5 - IMPELLER ASSEMBLY
6 - CONVERTER CLUTCH PISTON
7 - TURBINE HUB
SOLENOIDS (Continued)
IMPELLER
The i mpel l er (Fi g. 133) i s an i ntegral part of the
converter housi ng. The i mpel l er consi sts of curved
bl ades pl aced radi al l y al ong the i nsi de of the housi ng
on the transmi ssi on si de of the converter. As the con-
verter housi ng i s rotated by the engi ne, so i s the
i mpel l er, because they are one and the same and are
the dri vi ng members of the system.
Fig. 133 Impeller
1 - ENGINE FLEXPLATE 4 - ENGINE ROTATION
2 - OIL FLOW FROM IMPELLER SECTION INTO TURBINE
SECTION
5 - ENGINE ROTATION
3 - IMPELLER VANES AND COVER ARE INTEGRAL
TORQUE CONVERTER (Continued)
TURBINE
The turbi ne (Fi g. 134) i s the output, or dri ven,
member of the converter. The turbi ne i s mounted
wi thi n the housi ng opposi te the i mpel l er, but i s not
attached to the housi ng. The i nput shaft i s i nserted
through the center of the i mpel l er and spl i ned i nto
the turbi ne. The desi gn of the turbi ne i s si mi l ar to
the i mpel l er, except the bl ades of the turbi ne are
curved i n the opposi te di recti on.
Fig. 134 Turbine
1 - TURBINE VANE 4 - PORTION OF TORQUE CONVERTER COVER
2 - ENGINE ROTATION 5 - ENGINE ROTATION
3 - INPUT SHAFT 6 - OIL FLOW WITHIN TURBINE SECTION
STATOR
The stator assembl y (Fi g. 135) i s mounted on a sta-
ti onary shaft whi ch i s an i ntegral part of the oi l pump.
The stator (1) i s l ocated between the i mpel l er (2) and
the turbi ne (4) wi thi n the torque converter case.
The stator contai ns an over-runni ng cl utch (1-4)
(Fi g. 136), whi ch al l ows the stator to rotate onl y i n a
cl ockwi se di recti on. When the stator i s l ocked agai nst
the over-runni ng cl utch, the torque mul ti pl i cati on
feature of the torque converter i s operati onal .
TORQUE CONVERTER CLUTCH (TCC)
The TCC (Fi g. 137) was i nstal l ed to i mprove the
effi ci ency of the torque converter that i s l ost to the
sl i ppage of the fl ui d coupl i ng. Al though the fl ui d cou-
pl i ng provi des smooth, shock-free power transfer, i t i s
natural for al l fl ui d coupl i ngs to sl i p. I f the i mpel l er
(3) and turbi ne (5) were mechani cal l y l ocked
together, a zero sl i ppage condi ti on coul d be obtai ned.
A hydraul i c pi ston (6) wi th fri cti on materi al (7) was
added to the turbi ne assembl y (5) to provi de thi s
mechani cal l ock-up.
I n order to reduce heat bui l d-up i n the transmi s-
si on and buffer the powertrai n agai nst torsi onal
vi brati ons, the TCM can duty cycl e the L/R-CC Sol e-
noi d to achi eve a smooth appl i cati on of the torque
converter cl utch. Thi s functi on, referred to as El ec-
troni cal l y Modul ated Converter Cl utch (EMCC) can
occur at vari ous ti mes dependi ng on the fol l owi ng
vari abl es:
Shi ft l ever posi ti on
Current gear range
Transmi ssi on fl ui d temperature
Engi ne cool ant temperature
I nput speed
Throttl e angl e
Engi ne speed
Fig. 135 Stator Location
1 - STATOR
2 - IMPELLER
3 - FLUID FLOW
4 - TURBINE
Fig. 136 Stator Components
1 - CAM (OUTER RACE)
2 - ROLLER
3 - SPRING
4 - INNER RACE
Fig. 137 Torque Converter Clutch (TCC)
1 - IMPELLER FRONT COVER
2 - THRUST WASHER ASSEMBLY
3 - IMPELLER
4 - STATOR
5 - TURBINE
6 - PISTON
7 - FRICTION DISC
OPERATION
The converter i mpel l er (Fi g. 138) (dri vi ng member),
whi ch i s i ntegral to the converter housi ng and bol ted
to the engi ne dri ve pl ate, rotates at engi ne speed.
The converter turbi ne (dri ven member), whi ch reacts
from fl ui d pressure generated by the i mpel l er, rotates
and turns the transmi ssi on i nput shaft.
TURBINE
As the fl ui d that was put i nto moti on by the i mpel -
l er bl ades stri kes the bl ades of the turbi ne, some of
the energy and rotati onal force i s transferred i nto the
turbi ne and the i nput shaft. Thi s causes both of them
(turbi ne and i nput shaft) to rotate i n a cl ockwi se
di recti on fol l owi ng the i mpel l er. As the fl ui d i s l eav-
i ng the trai l i ng edges of the turbi nes bl ades i t con-
ti nues i n a hi nderi ng di recti on back toward the
i mpel l er. I f the fl ui d i s not redi rected before i t stri kes
the i mpel l er, i t wi l l stri ke the i mpel l er i n such a
di recti on that i t woul d tend to sl ow i t down.
Fig. 138 Torque Converter Fluid Operation - Typical
1 - APPLY PRESSURE 3 - RELEASE PRESSURE
2 - THE PISTON MOVES SLIGHTLY FORWARD 4 - THE PISTON MOVES SLIGHTLY REARWARD
STATOR
Torque mul ti pl i cati on i s achi eved by l ocki ng the
stators over-runni ng cl utch to i ts shaft (Fi g. 139).
Under stal l condi ti ons (the turbi ne i s stati onary), the
oi l l eavi ng the turbi ne bl ades stri kes the face of the
stator bl ades and tri es to rotate them i n a counter-
cl ockwi se di recti on. When thi s happens the over-run-
ni ng cl utch of the stator l ocks and hol ds the stator
from rotati ng. Wi th the stator l ocked, the oi l stri kes
the stator bl ades and i s redi rected i nto a hel pi ng
di recti on before i t enters the i mpel l er. Thi s ci rcul a-
ti on of oi l from i mpel l er to turbi ne, turbi ne to stator,
and stator to i mpel l er, can produce a maxi mum
torque mul ti pl i cati on of about 2.4:1. As the turbi ne
begi ns to match the speed of the i mpel l er, the fl ui d
that was hi tti ng the stator i n such as way as to
cause i t to l ock-up i s no l onger doi ng so. I n thi s con-
di ti on of operati on, the stator begi ns to free wheel
and the converter acts as a fl ui d coupl i ng.
TORQUE CONVERTER CLUTCH (TCC)
I n a standard torque converter, the i mpel l er and
turbi ne are rotati ng at about the same speed and the
stator i s freewheel i ng, provi di ng no torque mul ti pl i -
cati on. By appl yi ng the turbi nes pi ston and fri cti on
materi al to the front cover, a total converter engage-
ment can be obtai ned. The resul t of thi s engagement
i s a di rect 1:1 mechani cal l i nk between the engi ne
and the transmi ssi on.
The cl utch can be engaged i n second, thi rd, fourth,
and fi fth (i f appi cabl e) gear ranges dependi ng on
overdri ve control swi tch posi ti on. I f the overdri ve
control swi tch i s i n the normal ON posi ti on, the
cl utch wi l l engage after the shi ft to fourth gear. I f the
control swi tch i s i n the OFF posi ti on, the cl utch wi l l
engage after the shi ft to thi rd gear.
The TCM control s the torque converter by way of
i nternal l ogi c software. The programmi ng of the soft-
ware provi des the TCM wi th control over the L/R-CC
Sol enoi d. There are four output l ogi c states that can
be appl i ed as fol l ows:
No EMCC
Parti al EMCC
Ful l EMCC
Gradual -to-no EMCC
NO EMCC
Under No EMCC condi ti ons, the L/R Sol enoi d i s
OFF. There are several condi ti ons that can resul t i n
NO EMCC operati ons. No EMCC can be i ni ti ated
due to a faul t i n the transmi ssi on or because the
TCM does not see the need for EMCC under current
dri vi ng condi ti ons.
PARTIAL EMCC
Parti al EMCC operati on modul ates the L/R Sol e-
noi d (duty cycl e) to obtai n parti al torque converter
cl utch appl i cati on. Parti al EMCC operati on i s mai n-
tai ned unti l Ful l EMCC i s cal l ed for and actuated.
Duri ng Parti al EMCC some sl i p does occur. Parti al
EMCC wi l l usual l y occur at l ow speeds, l ow l oad and
l i ght throttl e si tuati ons.
FULL EMCC
Duri ng Ful l EMCC operati on, the TCM i ncreases
the L/R Sol enoi d duty cycl e to ful l ON after Parti al
EMCC control bri ngs the engi ne speed wi thi n the
desi red sl i p range of transmi ssi on i nput speed rel a-
ti ve to engi ne rpm.
GRADUAL-TO-NO EMCC
Thi s operati on i s to soften the change from Ful l or
Parti al EMCC to No EMCC. Thi s i s done at mi d-
throttl e by decreasi ng the L/R Sol enoi d duty cycl e.
REMOVAL
(1) Remove transmi ssi on and torque converter
from vehi cl e.(Refer to 21 - TRANSMI SSI ON/AUTO-
MATI C - 45RFE/545RFE - REMOVAL)
(2) Pl ace a sui tabl e drai n pan under the converter
housi ng end of the transmi ssi on.
CAUTION: Verify that transmission is secure on the
lifting device or work surface, the center of gravity
of the transmission will shift when the torque con-
verter is removed creating an unstable condition.
The torque converter is a heavy unit. Use caution
when separating the torque converter from the
transmission.
Fig. 139 Stator Operation
1 - DIRECTION STATOR WILL FREE WHEEL DUE TO OIL
PUSHING ON BACKSIDE OF VANES
2 - FRONT OF ENGINE
3 - INCREASED ANGLE AS OIL STRIKES VANES
4 - DIRECTION STATOR IS LOCKED UP DUE TO OIL PUSHING
AGAINST STATOR VANES
(3) Pul l the torque converter forward unti l the cen-
ter hub cl ears the oi l pump seal .
(4) Separate the torque converter from the trans-
mi ssi on.
INSTALLATION
NOTE: Check converter hub and drive flats for
sharp edges, burrs, scratches, or nicks. Polish the
hub and flats with 320/400 grit paper or crocus
cloth if necessary. Verify that the converter hub
o-ring is properly installed and is free from debris.
The hub must be smooth to avoid damaging the
pump seal at installation.
(1) Lubri cate oi l pump seal l i p wi th transmi ssi on
fl ui d.
(2) Pl ace torque converter i n posi ti on on transmi s-
si on.
CAUTION: Do not damage oil pump seal or con-
verter hub o-ring while inserting torque converter
into the front of the transmission.
(3) Al i gn torque converter to oi l pump seal open-
i ng.
(4) I nsert torque converter hub i nto oi l pump.
(5) Whi l e pushi ng torque converter i nward, rotate
converter unti l converter i s ful l y seated i n the oi l
pump gears.
(6) Check converter seati ng wi th a scal e (1) and
strai ghtedge (2) (Fi g. 140). Surface of converter l ugs
shoul d be at l east 13 mm (1/2 i n.) to rear of strai ght-
edge when converter i s ful l y seated.
(7) I f necessary, temporari l y secure converter wi th
C-cl amp attached to the converter housi ng.
(8) I nstal l the transmi ssi on i n the vehi cl e.
(9) Fi l l the transmi ssi on wi th the recommended
fl ui d.
TRANSMISSION CONTROL
RELAY
DESCRIPTION
The rel ay i s suppl i ed fused B+ vol tage, energi zed
by the TCM, and i s used to suppl y power to the sol e-
noi d pack when the transmi ssi on i s i n normal oper-
ati ng mode.
OPERATION
When the rel ay i s off, no power i s suppl i ed to the
sol enoi d pack and the transmi ssi on i s i n l i mp-i n
mode. After a control l er reset, the TCM energi zes the
rel ay. Pri or to thi s, the TCM veri fi es that the con-
tacts are open by checki ng for no vol tage at the
swi tched battery termi nal s. After thi s i s veri fi ed, the
vol tage at the sol enoi d pack pressure swi tches i s
checked. After the rel ay i s energi zed, the TCM mon-
i tors the termi nal s to veri fy that the vol tage i s
greater than 3 vol ts.
TRANSMISSION RANGE
SENSOR
DESCRIPTION
The Transmi ssi on Range Sensor (TRS) i s part of
the sol enoi d modul e, whi ch i s mounted to the top of
the val ve body i nsi de the transmi ssi on.
The Transmi ssi on Range Sensor (TRS) has fi ve
swi tch contact pi ns that:
Determi ne shi ft l ever posi ti on
Suppl y ground to the Starter Rel ay i n Park and
Neutral onl y.
Suppl y +12 V to the backup l amps i n Reverse
onl y.
The TRS al so has an i ntegrated temperature sen-
sor (thermi stor) that communi cates transmi ssi on
temperature to the TCM and PCM.
OPERATION
The Transmi ssi on Range Sensor (TRS) communi -
cates shi ft l ever posi ti on to the TCM as a combi na-
ti on of open and cl osed swi tches. Each shi ft l ever
posi ti on has an assi gned combi nati on of swi tch states
(open/cl osed) that the TCM recei ves from four sense
ci rcui ts. The TCM i nterprets thi s i nformati on and
Fig. 140 Checking Torque Converter Seating-Typical
1 - SCALE
2 - STRAIGHTEDGE
determi nes the appropri ate transmi ssi on gear posi -
ti on and shi ft schedul e.
There are many possi bl e combi nati ons of open and
cl osed swi tches (codes). Seven of these possi bl e codes
are rel ated to gear posi ti on and fi ve are recogni zed
as between gear codes. Thi s resul ts i n many codes
whi ch shoul d never occur. These are cal l ed
i nval i d codes. An i nval i d code wi l l resul t i n a DTC,
and the TCM wi l l then determi ne the shi ft l ever
posi ti on based on pressure swi tch data. Thi s al l ows
reasonabl y normal transmi ssi on operati on wi th a
TRS fai l ure.
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
TRANSMISSION SOLENOID/
TRS ASSEMBLY
DESCRIPTION
The transmi ssi on sol enoi d/TRS assembl y i s i nter-
nal to the transmi ssi on and mounted on the val ve
body assembl y (Fi g. 141). The assembl y consi sts of
si x sol enoi ds that control hydraul i c pressure to the
si x fri cti on el ements (transmi ssi on cl utches), and the
torque converter cl utch. The pressure control sol e-
noi d i s l ocated on the si de of the sol enoi d/TRS assem-
bl y. The sol enoi d/TRS assembl y al so contai ns fi ve
pressure swi tches that feed i nformati on to the TCM.
OPERATION
SOLENOIDS
Sol enoi ds are used to control the L/R, 2C, 4C, OD,
and UD fri cti on el ements. The reverse cl utch i s con-
trol l ed by l i ne pressure and the posi ti on of the man-
ual val ve i n the val ve body. Al l the sol enoi ds are
contai ned wi thi n the Sol enoi d and Pressure Swi tch
Assembl y. The sol enoi d and pressure swi tch assembl y
contai ns one addi ti onal sol enoi d, Mul ti -Sel ect (MS),
whi ch serves pri mari l y to provi de 2nd and 3rd gear
l i mp-i n operati on.
The sol enoi ds recei ve el ectri cal power from the
Transmi ssi on Control Rel ay through a si ngl e wi re.
The TCM energi zes or operates the sol enoi ds i ndi vi d-
ual l y by groundi ng the return wi re of the sol enoi d as
necessary. When a sol enoi d i s energi zed, the sol enoi d
val ve shi fts, and a fl ui d passage i s opened or cl osed
(vented or appl i ed), dependi ng on i ts defaul t operat-
i ng state. The resul t i s an appl y or rel ease of a fri c-
ti onal el ement.
The MS and UD sol enoi ds are normal l y appl i ed to
al l ow transmi ssi on l i mp-i n i n the event of an el ectri -
cal fai l ure.
The conti nui ty of the sol enoi ds and ci rcui ts are
peri odi cal l y tested. Each sol enoi d i s turned on or off
dependi ng on i ts current state. An i nducti ve spi ke
shoul d be detected by the TCM duri ng thi s test. I f no
spi ke i s detected, the ci rcui t i s tested agai n to veri fy
the fai l ure. I n addi ti on to the peri odi c testi ng, the
sol enoi d ci rcui ts are tested i f a speed rati o or pres-
sure swi tch error occurs.
Fig. 141 Transmission Solenoid/TRS Assembly
1 - PRESSURE CONTROL SOLENOID
2 - TRANSMISSION RANGE SELECTOR PLATE
3 - 23-WAY CONNECTOR
4 - SOLENOID PACK
5 - TRANSMISSION RANGE SENSOR
6 - VALVE BODY
TRANSMISSION RANGE SENSOR (Continued)
PRESSURE SWITCHES
The TCM rel i es on fi ve pressure swi tches to moni -
tor fl ui d pressure i n the L/R, 2C, 4C, UD, and OD
hydraul i c ci rcui ts. The pri mary purpose of these
swi tches i s to hel p the TCM detect when cl utch ci r-
cui t hydraul i c fai l ures occur. The swi tches cl ose at 23
psi and open at 11 psi , and si mpl y i ndi cate whether
or not pressure exi sts. The swi tches are conti nuousl y
moni tored by the TCM for the correct states (open or
cl osed) i n each gear as shown i n the fol l owi ng charts
45RFE PRESSURE SWI TCH STATES and 545RFE
PRESSURE SWI TCH STATES :
45RFE PRESSURE SWITCH STATES
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
2ND
PRIME
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 in
Drive and Manual 2. L/R is open in Manual 1.
545RFE PRESSURE SWITCH STATES
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
2ND
PRIME
OP OP CL CL OP
D OP OP OP CL CL
4TH OP OP CL OP CL
5TH OP CL OP OP CL
*L/R is closed if output speed is below 100 rpm in
Drive and Manual 2. L/R is open in Manual 1.
A Di agnosti c Troubl e Code (DTC) wi l l set i f the
TCM senses any swi tch open or cl osed at the wrong
ti me i n a gi ven gear.
REMOVAL
(1) Remove the val ve body from the transmi ssi on
(Fi g. 142).(Refer to 21 - TRANSMI SSI ON/AUTO-
MATI C - 45RFE/545RFE/VALVE BODY - REMOVAL)
(2) Remove the bol ts (1) hol di ng the transmi ssi on
sol enoi d/TRS assembl y onto the val ve body (Fi g. 143).
(3) Separate the transmi ssi on sol enoi d/TRS assem-
bl y from the val ve body.
Fig. 142 Valve Body Bolts
Screws
1 - SOLENOID PACK BOLTS (15)
TRANSMISSION SOLENOID/TRS ASSEMBLY (Continued)
INSTALLATION
(1) Pl ace TRS sel ector pl ate i n the PARK posi ti on.
(2) Posi ti on the transmi ssi on sol enoi d/TRS assem-
bl y onto the val ve body. Be sure that both al i gnment
dowel s are ful l y seated i n the val ve body and that
the TRS swi tch contacts are properl y posi ti oned i n
the sel ector pl ate
(3) I nstal l the bol ts (1) (Fi g. 144) to hol d the trans-
mi ssi on sol enoi d/TRS assembl y onto the val ve body.
(4) Ti ghten the sol enoi d assembl y screws adjacent
to the arrows cast i nto the bottom of the val ve body
fi rst. Ti ghten the screws to 5.7 Nm (50 i n.l bs.).
(5) Ti ghten the remai nder of the sol enoi d assembl y
screws to 5.7 Nm (50 i n.l bs.).
(6) I nstal l the val ve body i nto the transmi ssi on.
TRANSMISSION
TEMPERATURE SENSOR
DESCRIPTION
The transmi ssi on temperature sensor i s a ther-
mi stor that i s i ntegral to the Transmi ssi on Range
Sensor (TRS).
OPERATION
The transmi ssi on temperature sensor i s used by
the TCM to sense the temperature of the fl ui d i n the
sump. Si nce fl ui d temperature can affect transmi s-
si on shi ft qual i ty and convertor l ock up, the TCM
requi res thi s i nformati on to determi ne whi ch shi ft
schedul e to operate i n.
Calculated Temperature
A fai l ure i n the temperature sensor or ci rcui t wi l l
resul t i n cal cul ated temperature bei ng substi tuted for
actual temperature. Cal cul ated temperature i s a pre-
di cted fl ui d temperature whi ch i s cal cul ated from a
combi nati on of i nputs:
Battery (ambi ent) temperature
Engi ne cool ant temperature
I n-gear run ti me si nce start-up
VALVE BODY
DESCRIPTION
The val ve body consi sts of a cast al umi num val ve
body, a separator pl ate, and a transfer pl ate. The
val ve body contai ns val ves and check bal l s that con-
trol fl ui d del i very to the torque converter cl utch,
bands, and fri cti onal cl utches. The val ve body con-
tai ns the fol l owi ng components (Fi g. 145):
Sol enoi d swi tch val ve
Manual val ve
Low/reverse swi tch val ve
5 Accumul ators
7 check bal l s (Fi g. 146)
OPERATION
NOTE: Refer to the Hydraulic Schematics for a
visual aid in determining valve location, operation
and design.
The Sol enoi d Swi tch Val ve (SSV) control s the di rec-
ti on of the transmi ssi on fl ui d when the L/R-TCC sol e-
noi d i s energi zed.
When shi fti ng i nto 1st gear, a speci al hydraul i c
sequence i s performed to ensure SSV movement i nto
the downshi fted posi ti on. The L/R pressure swi tch i s
moni tored to confi rm SSV movement. I f the move-
ment i s not confi rmed (the L/R pressure swi tch does
not cl ose), 2nd gear i s substi tuted for 1st. A DTC wi l l
be set after three unsuccessful attempts are made to
get i nto 1st gear i n one gi ven key start.
Screws
TRANSMISSION SOLENOID/TRS ASSEMBLY (Continued)
Fig. 145 Valve Body Components
1 - LOW/REVERSE ACCUMULATOR 6 - OVERDRIVE ACCUMULATOR
2 - LOW/REVERSE SWITCH VALVE 7 - UNDERDRIVE ACCUMULATOR
3 - UPPER VALVE BODY 8 - 4C ACCUMULATOR
4 - MANUAL VALVE 9 - 2C ACCUMULATOR
5 - SOLENOID SWITCH VALVE
Fig. 146 Check Ball Locations
VALVE BODY (Continued)
MANUAL VALVE
The manual val ve i s a rel ay val ve. The purpose of
the manual val ve i s to di rect fl ui d to the correct ci r-
cui t needed for a speci fi c gear or dri vi ng range. The
manual val ve, as the name i mpl i es, i s manual l y oper-
ated by the dri ver wi th a l ever l ocated on the top of
the val ve body. The val ve i s connected mechani cal l y
by a cabl e to the gearshi ft mechani sm. The val ve i s
hel d i n each of i ts posi ti ons by a rol l er detent spri ng
(Fi g. 147) that engages the roostercomb of the TRS
sel ector pl ate.
LOW/REVERSE SWITCH VALVE
The l ow/reverse swi tch val ve al l ows the l ow/reverse
cl utch to be operated by ei ther the LR/CC sol enoi d or
the MS sol enoi d.
REMOVAL
NOTE: The valve body can be removed for service
without having to remove the transmission assem-
bly. The valve body can be disassembled for clean-
ing and inspection of the individual components.
(Refer to 21 - TRANSMISSION/AUTOMATIC - 45RFE/
VALVE BODY - DISASSEMBLY)
(3) Di sconnect wi res at the sol enoi d and pressure
swi tch assembl y connector.
(4) Posi ti on drai n pan under transmi ssi on oi l pan.
(5) Remove transmi ssi on oi l pan.
(6) Remove the pri mary oi l fi l ter (1) from val ve
body. (Fi g. 148)
(7) Remove bol ts (1) attachi ng val ve body to trans-
(8) Lower the val ve body and work the el ectri cal
connector out of transmi ssi on case.
(9) Separate the val ve body from the transmi ssi on.
Fig. 147 TRS Selector Plate and Detent Spring
1 - TRS SELECTOR PLATE
2 - DETENT SPRING
3 - CLUTCH PASSAGE SEALS
Fig. 148 Remove Primary Oil Filter
4 - VALVE BODY
DISASSEMBLY
(1) Remove the bol ts (1) hol di ng the sol enoi d and
pressure swi tch assembl y (Fi g. 150) to the val ve
body. Do not remove the screws on the top of the
sol enoi d and pressure swi tch assembl y.
(2) Separate the sol enoi d and pressure swi tch
assembl y from the val ve body.
(3) Remove the screw hol di ng the detent spri ng (2)
(Fi g. 151) onto the val ve body.
(4) Remove the detent spri ng (2) from the val ve
body.
(5) Remove the TRS sel ector pl ate (1) from the
val ve body and the manual val ve.
(6) Remove the cl utch passage seal s (3) from the
val ve body, i f necessary.
Fig. 150 Solenoid and Pressure Switch Assembly
Screws
Fig. 151 Valve Body External Components
2 - DETENT SPRING
(7) Remove the screws hol di ng the accumul ator
cover onto the val ve body (Fi g. 152).
(8) Remove the accumul ator spri ngs and pi stons
(1, 6-9) from the val ve body. Note whi ch accumul ator
pi ston and spri ng bel ong i n each l ocati on.
(9) Pl ace the val ve body on the bench wi th the
transfer pl ate 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 plate
is removed from the valve body.
(10) Remove the screws hol di ng the val ve body to
the val ve body transfer pl ate.
(11) Remove the transfer pl ate from the val ve
body. Note the l ocati on of al l check bal l s (Fi g. 153).
(12) Remove the check bal l s from the val ve body.
(13) Remove the retai ners securi ng the sol enoi d
swi tch val ve (1), manual val ve (2), and the l ow/re-
verse swi tch val ve (3) from the val ve body and
remove the associ ated val ve and spri ng. Tag each
val ve and spri ng combi nati on wi th l ocati on i nforma-
ti on to ai d i n assembl y. (Fi g. 154)
CLEANING
Cl ean the val ve housi ngs, val ves, pl ugs, spri ngs,
and separator pl ates wi th a standard parts cl eani ng
sol uti on onl y. Do not use gasol i ne, kerosene, or any
type of causti c sol uti on. (Fi g. 155)
Do not i mmerse any of the el ectri cal components i n
cl eani ng sol uti on. Cl ean the el ectri cal components by
wi pi ng them off wi th dry shop towel s onl y.
Dry al l except the el ectri cal parts wi th compressed
ai r. Make sure al l passages are cl ean and free from
obstructi ons. Do not use rags or shop towels to
dry or wipe off valve body components. Lint
from these materials can stick to valve body
parts, interfere with valve operation, and clog
filters and fluid passages.
2 - MANUAL VALVE
3 - LOW REVERSE SWITCH VALVE
4 - LOW REVERSE ACCUMULATOR
5 - 2ND CLUTCH ACCUMULATOR
6 - UNDERDRIVE ACCUMULATOR
7 - OVERDRIVE ACCUMULATOR
8 - 4TH CLUTCH ACCUMULATOR
9 - CHECK BALLS (7)
2 - MANUAL VALVE
9 - CHECK BALLS (7)
INSPECTION
I nspect al l of the val ve body mati ng surfaces for
scratches, ni cks, burrs, or di storti on. Use a strai ght-
edge to check surface fl atness. Mi nor scratches may
be removed wi th crocus cl oth usi ng onl y very l i ght
pressure.
Mi nor di storti on of a val ve body mati ng surface
may be corrected by smoothi ng the surface wi th a
sheet of crocus cl oth. Posi ti on the crocus cl oth on a
surface pl ate, sheet of pl ate gl ass or equal l y fl at sur-
face. I f di storti on i s severe or any surfaces are
heavi l y scored, the val ve body wi l l have to be
repl aced.
I nspect the val ves and pl ugs (Fi g. 156) for
scratches, burrs, ni cks, or scores. Mi nor surface
scratches on steel val ves and pl ugs can be removed
wi th crocus cl oth but do not round off the edges
of the valve or plug lands. Mai ntai ni ng sharpness
of these edges i s vi tal l y i mportant. The edges prevent
forei gn matter from l odgi ng between the val ves and
pl ugs and the bore.
I nspect al l the val ve and pl ug bores i n the val ve
body. Use a penl i ght to vi ew the bore i nteri ors.
Repl ace the val ve body i f any bores are di storted or
scored. I nspect al l of the val ve body spri ngs. The
spri ngs must be free of di storti on, warpage or broken
coi l s.
Tri al fi t each val ve and pl ug i n i ts bore to check
freedom of operati on. When cl ean and dry, the val ves
and pl ugs shoul d drop freel y i nto the bores.
Val ve body bores do not change di mensi onal l y wi th
use. I f the val ve body functi oned correctl y when new,
i t wi l l conti nue to operate properl y after cl eani ng and
i nspecti on. I t shoul d not be necessary to repl ace a
val ve body assembl y unl ess i t i s damaged i n han-
dl i ng.
I nspect al l the accumul ator bores i n the val ve body.
Use a penl i ght to vi ew the bore i nteri ors. Repl ace the
val ve body i f any bores are di storted or scored.
I nspect al l of the accumul ator spri ngs. The spri ngs
must be free of di storti on, warpage or broken coi l s.
I nspect al l the fl ui d seal s (Fi g. 157) on the val ve
body. Repl ace any seal s that are cracked, di storted,
or damaged i n any way. These seal s pass fl ui d pres-
sure di rectl y to the cl utches. Any pressure l eak at
these poi nts, may cause transmi ssi on performance
probl ems.
2 - MANUAL VALVE
9 - CHECK BALLS (7)
Fig. 157 Valve Body Seals
1 - 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 SEAL
6 - 2ND CLUTCH PASSAGE SEAL
7 - 4TH CLUTCH PASSAGE SEAL
8 - OVERDRIVE ACCUMULATOR (1 SPRING)
ASSEMBLY
(1) Lubri cate val ves, spri ngs, and the housi ng
val ve bores wi th cl ean transmi ssi on fl ui d.
(2) I nstal l sol enoi d swi tch val ve (1) (Fi g. 158),
manual val ve (2), and the l ow/reverse swi tch val ve
(3) i nto the val ve body.
(3) I nstal l the retai ners to hol d each val ve i nto the
val ve body.
(4) I nstal l the val ve body check bal l s (Fi g. 159)
i nto thei r proper l ocati ons.
(5) Posi ti on the transfer pl ate onto the val ve body.
(6) I nstal l the screws to hol d the transfer pl ate to
the val ve body. Ti ghten the screws to 5.6 Nm (50 i n.
l bs.).
(7) I nstal l the accumul ator pi stons (1, 6-9) and
spri ngs (Fi g. 160) i nto the val ve body i n the l ocati on
from whi ch they were removed. Note that al l accu-
mul ators except the overdri ve have two spri ngs. The
overdri ve accumul ator pi ston (6) has onl y one spri ng.
(8) Posi ti on the accumul ator cover onto the val ve
body.
(9) I nstal l the screws to hol d the accumul ator
cover onto the val ve body. Ti ghten the screws to 7
Nm (60 i n. l bs.).
2 - MANUAL VALVE
9 - CHECK BALLS (7)
(10) I nstal l the TRS sel ector pl ate (1) (Fi g. 161)
onto the val ve body and the manual val ve.
(11) Posi ti on the detent spri ng (2) onto the val ve
body.
(12) I nstal l the screw to hol d the detent spri ng (2)
onto the val ve body. Ti ghten the screw to 4.5 Nm (40
i n. l bs.).
(13) I nstal l new cl utch passage seal s (3) onto the
val ve body, i f necessary.
(14) I nstal l the sol enoi d and pressure swi tch
assembl y onto the val ve body.
(15) I nstal l the bol ts (1) (Fi g. 162) to hol d the sol e-
noi d and pressure swi tch assembl y onto the val ve
body. Ti ghten the bol ts to 5.7 Nm (50 i n. l bs.).
Ti ghten the bol ts adjacent to the arrows cast i nto the
bottom of the transfer pl ate fi rst.
INSTALLATION
(1) Check condi ti on of seal s on val ve body and the
sol enoi d and pressure swi tch assembl y. Repl ace seal s
i f cut or worn.
(2) Pl ace TRS sel ector pl ate i n the PARK posi ti on.
(3) Pl ace the transmi ssi on i n the PARK posi ti on.
(4) Lubri cate seal on the sol enoi d and pressure
swi tch assembl y connector wi th petrol eum jel l y.
(5) Posi ti on val ve body i n transmi ssi on (Fi g. 163)
and al i gn the manual l ever on the val ve body to the
pi n on the transmi ssi on manual shi ft l ever.
(6) Seat val ve body i n case and i nstal l one or two
bol ts to hol d val ve body i n pl ace.
(7) Ti ghten val ve body bol ts al ternatel y and evenl y
to 12 Nm (105 i n. l bs.) torque.
Fig. 161 Valve Body External Components
2 - DETENT SPRING
Fig. 162 Solenoid and Pressure Switch Assembly
Screws

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