1998 DODGE RAM 1500 transmission removal

(28) Install the number 2 bearing onto the under-
drive hub with outer race against the hub with petro-
leum jelly.
(29) Install the underdrive hub into the input
clutch retainer.
(30) Install the number 3 bearing into the over-
drive hub with the outer race against the hub with
petroleum jelly.
(31) Install the overdrive hub into the input clutch
retainer.
(32) Install the number 4 bearing into the reverse
hub with outer race against the hub with petroleum
jelly.
(33) Install the reverse hub into the input clutch
retainer.
(34) Install the complete reverse clutch pack.
(35) Install the reverse reaction plate and snap-
ring.
(36) Push up on reaction plate to allow reverse
clutch to move freely.
INPUT SPEED SENSOR
DESCRIPTION
The Input and Output Speed Sensors are two-wire
magnetic pickup devices that generate AC signals as
rotation occurs. They are mounted in the left side of
the transmission case and are considered primary
inputs to the Transmission Control Module (TCM).
OPERATION
The Input Speed Sensor provides information on
how fast the input shaft is rotating. As the teeth of
the input clutch hub pass by the sensor coil, an AC
voltage is generated and sent to the TCM. The TCM
interprets this information as input shaft rpm.
The Output Speed Sensor generates an AC signal
in a similar fashion, though its coil is excited by rota-
tion of the rear planetary carrier lugs. The TCM
interprets this information as output shaft rpm.
The TCM compares the input and output speed
signals to determine the following:
²Transmission gear ratio
²Speed ratio error detection
²CVI calculation
The TCM also compares the input speed signal and
the engine speed signal to determine the following:
²Torque converter clutch slippage
²Torque converter element speed ratio
REMOVAL
(1) Raise vehicle.
(2) Place a suitable fluid catch pan under the
transmission.(3) Remove the wiring connector from the input
speed sensor (Fig. 91).
(4) Remove the bolt holding the input speed sensor
to the transmission case.
(5) Remove the input speed sensor from the trans-
mission case.
INSTALLATION
(1) Install the input speed sensor into the trans-
mission case.
(2) Install the bolt to hold the input speed sensor
into the transmission case. Tighten the bolt to 11.9
N´m (105 in.lbs.).
(3) Install the wiring connector onto the input
speed sensor
(4) Verify the transmission fluid level. Add fluid as
necessary.
(5) Lower vehicle.
LINE PRESSURE (LP) SENSOR
DESCRIPTION
The TCM utilizes a closed-loop system to control
transmission line pressure. The system contains a
variable force style solenoid, the Pressure Control
Solenoid, mounted on the side of the solenoid and
pressure switch assembly. The solenoid is duty cycle
controlled by the TCM to vent the unnecessary line
pressure supplied by the oil pump back to the sump.
The system also contains a variable pressure style
sensor, the Line Pressure Sensor, which is a direct
input to the TCM. The line pressure solenoid moni-
tors the transmission line pressure and completes the
Fig. 91 Input Speed Sensor
1 - OUTPUT SPEED SENSOR
2 - LINE PRESSURE SENSOR
3 - INPUT SPEED SENSOR
21 - 382 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR
INPUT CLUTCH ASSEMBLY (Continued)

feedback loop to the TCM. The TCM uses this infor-
mation to adjust its control of the pressure control
solenoid to achieve the desired line pressure.
OPERATION
The TCM calculates the desired line pressure
based upon inputs from the transmission and engine.
The TCM calculates the torque input to the trans-
mission and uses that information as the primary
input to the calculation. The line pressure is set to a
predetermined value during shifts and when the
transmission is in the PARK and NEUTRAL posi-
tions. This is done to ensure consistent shift quality.
During all other operation, the actual line pressure is
compared to the desired line pressure and adjust-
ments are made to the pressure control solenoid duty
cycle.
REMOVAL
(1) Raise vehicle.
(2) Place a suitable fluid catch pan under the
transmission.
(3) Remove the wiring connector from the line
pressure sensor (Fig. 92).
(4) Remove the bolt holding the line pressure sen-
sor to the transmission case.
(5) Remove the line pressure sensor from the
transmission case.
INSTALLATION
(1) Install the line pressure sensor into the trans-
mission case.(2) Install the bolt to hold the line pressure sensor
into the transmission case. Tighten the bolt to 11.9
N´m (105 in.lbs.).
(3) Install the wiring connector onto the line pres-
sure sensor
(4) Verify the transmission fluid level. Add fluid as
necessary.
(5) Lower vehicle.
Fig. 92 Line Pressure Sensor
1 - OUTPUT SPEED SENSOR
2 - LINE PRESSURE SENSOR
3 - INPUT SPEED SENSOR
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 383
LINE PRESSURE (LP) SENSOR (Continued)

into the appropriate oil pump valve body bore (Fig.
102) (Fig. 103).
(4) Place the separator plate onto the oil pump
body (Fig. 101).
(5) Install the screws to hold the separator plate
onto the oil pump body (Fig. 101). Tighten the screws
to 4.5 N´m (40 in.lbs.).
(6) Position the oil pump cover onto the locating
dowels (Fig. 100).
(7) Seat the two oil pump halves together and
install all bolts finger tight.
(8) Torque all bolts down slowly starting in the
center and working outward. The correct torque is
4.5 N´m (40 in.lbs.).
(9) Verify that the oil pump gears rotate freely and
smoothly.
(10) Position the reaction shaft support into the oil
pump (Fig. 100).
(11) Install and torque the bolts to hold the reac-
tion shaft support to the oil pump (Fig. 100). The cor-
rect torque is 12 N´m (105 in.lbs.).
OIL PUMP FRONT SEAL
REMOVAL
(1) Remove transmission from the vehicle.
(2) Remove the torque converter from the trans-
mission.
(3) Using a screw mounted in a slide hammer,
remove the oil pump front seal.
INSTALLATION
(1) Clean seal bore of the oil pump of any residue
or particles from the original seal.
(2) Install new oil seal in the oil pump housing
using Seal Installer C-3860-A (Fig. 104).
OUTPUT SPEED SENSOR
DESCRIPTION
The Input and Output Speed Sensors are two-wire
magnetic pickup devices that generate AC signals as
rotation occurs. They are mounted in the left side of
the transmission case and are considered primary
inputs to the Transmission Control Module (TCM).
OPERATION
The Input Speed Sensor provides information on
how fast the input shaft is rotating. As the teeth of
the input clutch hub pass by the sensor coil, an AC
voltage is generated and sent to the TCM. The TCM
interprets this information as input shaft rpm.
The Output Speed Sensor generates an AC signal
in a similar fashion, though its coil is excited by rota-
tion of the rear planetary carrier lugs. The TCM
interprets this information as output shaft rpm.
The TCM compares the input and output speed
signals to determine the following:
²Transmission gear ratio
²Speed ratio error detection
²CVI calculation
The TCM also compares the input speed signal and
the engine speed signal to determine the following:
²Torque converter clutch slippage
²Torque converter element speed ratio
REMOVAL
(1) Raise vehicle.
(2) Place a suitable fluid catch pan under the
transmission.
(3) Remove the wiring connector from the output
speed sensor (Fig. 105).
(4) Remove the bolt holding the output speed sen-
sor to the transmission case.
(5) Remove the output speed sensor from the
transmission case.
Fig. 104 Install Oil Pump Front Seal
1 - TOOL C-3860-A
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 391
OIL PUMP (Continued)

INSTALLATION
(1) Install the output speed sensor into the trans-
mission case.
(2) Install the bolt to hold the output speed sensor
into the transmission case. Tighten the bolt to 11.9
N´m (105 in.lbs.).
(3) Install the wiring connector onto the output
speed sensor
(4) Verify the transmission fluid level. Add fluid as
necessary.
(5) Lower vehicle.
TOW/HAUL OVERDRIVE
SWITCH
DESCRIPTION
The tow/haul overdrive OFF (control) switch is
located in the shift lever arm (Fig. 106). The switch
is a momentary contact device that signals the PCM
to toggle current status of the overdrive function.
OPERATION
At key-on, overdrive operation is allowed. Pressing
the switch once causes the tow/haul overdrive OFF
mode to be entered and the Tow/Haul lamp to be illu-
minated. Pressing the switch a second time causesnormal overdrive operation to be restored and the
tow/haul lamp to be turned off. The tow/haul over-
drive OFF mode defaults to ON after the ignition
switch is cycled OFF and ON. The normal position
for the control switch is the ON position. The switch
must be in this position to energize the solenoid and
allow a 3-4 upshift. The control switch indicator light
illuminates only when the tow/haul overdrive switch
is turned to the OFF position, or when illuminated
by the transmission control module.
REMOVAL
(1) Using a plastic trim tool, remove the tow/haul
overdrive off switch retainer from the shift lever (Fig.
107).
Fig. 105 Output Speed Sensor
1 - OUTPUT SPEED SENSOR
2 - LINE PRESSURE SENSOR
3 - INPUT SPEED SENSOR
Fig. 106 Tow/Haul Overdrive Off Switch
Fig. 107 Tow/Haul Overdrive Off Switch Retainer
21 - 392 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR
OUTPUT SPEED SENSOR (Continued)

control switch is in the OFF position, the clutch will
engage after the shift to third gear.
The TCM controls the torque converter by way of
internal logic software. The programming of the soft-
ware provides the TCM with control over the L/R-CC
Solenoid. There are four output logic states that can
be applied as follows:
²No EMCC
²Partial EMCC
²Full EMCC
²Gradual-to-no EMCC
NO EMCC
Under No EMCC conditions, the L/R Solenoid is
OFF. There are several conditions that can result in
NO EMCC operations. No EMCC can be initiated
due to a fault in the transmission or because the
TCM does not see the need for EMCC under current
driving conditions.
PARTIAL EMCC
Partial EMCC operation modulates the L/R Sole-
noid (duty cycle) to obtain partial torque converter
clutch application. Partial EMCC operation is main-
tained until Full EMCC is called for and actuated.
During Partial EMCC some slip does occur. Partial
EMCC will usually occur at low speeds, low load and
light throttle situations.
FULL EMCC
During Full EMCC operation, the TCM increases
the L/R Solenoid duty cycle to full ON after Partial
EMCC control brings the engine speed within thedesired slip range of transmission input speed rela-
tive to engine rpm.
GRADUAL-TO-NO EMCC
This operation is to soften the change from Full or
Partial EMCC to No EMCC. This is done at mid-
throttle by decreasing the L/R Solenoid duty cycle.
REMOVAL
(1) Remove transmission and torque converter
from vehicle.
(2) Place a suitable drain pan under the converter
housing end of the transmission.
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.
(3) Pull the torque converter forward until the cen-
ter hub clears the oil pump seal.
(4) Separate the torque converter from the trans-
mission.
INSTALLATION
Check converter hub and drive flats for sharp
edges, burrs, scratches, or nicks. Polish the hub and
flats with 320/400 grit paper or crocus cloth if neces-
sary. Verify that the converter hub o-ring is properly
installed and is free from debris. The hub must be
smooth to avoid damaging the pump seal at installa-
tion.
(1) Lubricate oil pump seal lip with transmission
fluid.
(2) Place torque converter in position on transmis-
sion.
CAUTION: Do not damage oil pump seal or con-
verter hub o-ring while inserting torque converter
into the front of the transmission.
(3) Align torque converter to oil pump seal open-
ing.
(4) Insert torque converter hub into oil pump.
(5) While pushing torque converter inward, rotate
converter until converter is fully seated in the oil
pump gears.
(6) Check converter seating with a scale and
straightedge (Fig. 125). Surface of converter lugs
should be at least 13 mm (1/2 in.) to rear of straight-
edge when converter is fully seated.
(7) If necessary, temporarily secure converter with
C-clamp attached to the converter housing.
(8) Install the transmission in the vehicle.
Fig. 124 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
21 - 404 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR
TORQUE CONVERTER (Continued)

PRESSURE SWITCHES
The TCM relies on five pressure switches to moni-
tor fluid pressure in the L/R, 2C, 4C, UD, and OD
hydraulic circuits. The primary purpose of these
switches is to help the TCM detect when clutch cir-
cuit hydraulic failures occur. The switches close at 23
psi and open at 11 psi, and simply indicate whether
or not pressure exists. The switches are continuously
monitored by the TCM for the correct states (open or
closed) in each gear as shown in the following charts
45RFE PRESSURE SWITCH STATES and 545RFE
PRESSURE SWITCH STATES :
45RFE PRESSURE SWITCH STATES
GEAR L/R 2C 4C UD OD
ROP OP OP OP OP
P/NCL OP OP OP OP
1STCL* OP OP CL OP
2NDOP CL OP CL OP
2ND
PRIMEOP OP CL CL OP
DOP OP OP CL CL
FOURTHOP 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
ROP OP OP OP OP
P/NCL OP OP OP OP
1STCL* OP OP CL OP
2NDOP CL OP CL OP
2ND
PRIMEOP OP CL CL OP
DOP OP OP CL CL
4THOP OP CL OP CL
5THOP 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 Diagnostic Trouble Code (DTC) will set if the
TCM senses any switch open or closed at the wrong
time in a given gear.
REMOVAL
(1) Remove the valve body from the transmission
(Fig. 127).
(2) Remove the screws holding the transmission
solenoid/TRS assembly onto the valve body (Fig. 128).
(3) Separate the transmission solenoid/TRS assem-
bly from the valve body.
Fig. 127 Valve Body Bolts
1 - VALVE BODY TO CASE BOLT (6)
Fig. 128 Transmission Solenoid/TRS Assembly
Screws
1 - SOLENOID PACK BOLTS (15)
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 407
TRANSMISSION SOLENOID/TRS ASSEMBLY (Continued)

LOW/REVERSE SWITCH VALVE
The low/reverse switch valve allows the low/reverse
clutch to be operated by either the LR/CC solenoid or
the MS solenoid.
REMOVAL
The valve body can be removed for service without
having to remove the transmission assembly.
The valve body can be disassembled for cleaning
and inspection of the individual components. (Refer
to 21 - TRANSMISSION/AUTOMATIC - 45RFE/
VALVE BODY - DISASSEMBLY)
(1) Shift transmission into PARK.
(2) Raise vehicle.
(3) Disconnect wires at the solenoid and pressure
switch assembly connector.
(4) Position drain pan under transmission oil pan.
(5) Remove transmission oil pan.
(6) Remove the primary oil filter from valve body.
(Fig. 132)
(7) Remove bolts attaching valve body to transmis-
sion case (Fig. 133).
(8) Lower the valve body and work the electrical
connector out of transmission case.
(9) Separate the valve body from the transmission.
DISASSEMBLY
(1) Remove the screws holding the solenoid and
pressure switch assembly to the valve body (Fig.
134). Do not remove the screws on the top of the sole-
noid and pressure switch assembly.
(2) Separate the solenoid and pressure switch
assembly from the valve body.
Fig. 132 Remove Primary Oil Filter
1 - PRIMARY OIL FILTER
2 - COOLER RETURN FILTER
3 - COOLER RETURN FILTER BYPASS VALVE
4 - VALVE BODY
Fig. 133 Valve Body Bolts
1 - VALVE BODY TO CASE BOLT (6)
Fig. 134 Solenoid and Pressure Switch Assembly
Screws
1 - SOLENOID PACK BOLTS (15)
21 - 410 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR
VALVE BODY (Continued)

Condition Possible Cause Correction
Noisy in, or jumps out of, four wheel
drive low range.1) Transfer case not completely
engaged in 4L position.1) With the transmission in
NEUTRAL, or the clutch depressed
in the case of a manual
transmission and the vehicle moving
under 3-4 km/h (2-3 mph), shift the
transfer case to NEUTRAL and then
shift into the 4L position.
2) Shift linkage out of adjustment. 2) Adjust linkage.
3) Shift linkage loose or binding. 3) Tighten, lubricate, or repair
linkage as necessary.
4) Range fork damaged, inserts
worn, or fork is binding on the shift
rail.4) Disassemble unit and repair as
necessary.
5) Low range gear worn or
damaged.5) Disassemble unit and repair as
necessary.
Lubricant leaking from output shaft
seal or vent.1) Transfer case overfilled. 1) Drain lubricant to the correct
level.
2) Vent closed or restricted. 2) Clear or replace vent as
necessary.
3) Output shaft seals damaged or
installed incorrectly.3) Replace seal as necessary.
Check to ensure that another
component, the propeller shaft slip
yoke for example, is not causing
damage to seal.
Abnormal tire wear. 1) Extended operation on hard, dry
surfaces in the 4H position.1) Operate vehicle in the 2H
position on hard, dry surfaces.
REMOVAL
(1) Raise and support vehicle.
(2) Remove skid plate, if equipped. (Refer to 13 -
FRAMES & BUMPERS/FRAME/TRANSFER CASE
SKID PLATE - REMOVAL)
(3) Position drain oil container under transfer
case.
(4) Remove transfer case drain plug and drain
lubricant into container.
(5) Disconnect vent hose and transfer case position
sensor connector.
(6) Disconnect shift rod from grommet in transfer
case shift lever, or from floor shift arm whichever
provides easy access. Use channel lock style pliers to
press rod out of lever grommet.
(7) Support transmission with jack stand.
(8) Mark front and rear propeller shafts for assem-
bly reference.(9) Remove front and rear propeller shafts. (Refer
to 3 - DIFFERENTIAL & DRIVELINE/PROPELLER
SHAFT/PROPELLER SHAFT - REMOVAL)
(10) Support transfer case with suitable jack.
Secure transfer case to jack with safety chains.
(11) Remove nuts attaching transfer case to trans-
mission.
(12) Move transfer case assembly rearward until
free of transmission output shaft.
(13) Lower jack and move transfer case from
under vehicle.
DISASSEMBLY
Position transfer case in a shallow drain pan.
Remove drain plug and drain any remaining lubri-
cant remaining in case.
DRTRANSFER CASE - NV241 GENII 21 - 417
TRANSFER CASE - NV241 GENII (Continued)