1998 DODGE RAM 1500 tv cable

3-4 TIMING VALVE
The 3-4 timing valve is moved by line pressure
coming through the 3-4 shift valve (Fig. 266) or the
converter clutch valve. After the shift, the timing
valve holds the 2-3 shift valve in an upshift position.
The purpose is to prevent the 2-3 valve from down-
shifting while either the overdrive clutch or converter
clutch is applied (Fig. 265).
3-4 QUICK FILL VALVE
The 3-4 quick fill valve provides faster engagement
of the overdrive clutch during 3-4 upshifts. The valve
temporarily bypasses the clutch piston feed orifice at
the start of a 3-4 upshift (Fig. 265). This exposes a
larger passage into the piston retainer resulting in a
much faster clutch fill and apply sequence. The quick
fill valve does not bypass the regular clutch feed ori-
fice throughout the 3-4 upshift. Instead, once a pre-
determined pressure develops within the clutch, the
valve closes the bypass (Fig. 266). Clutch fill is then
completed through the regular feed orifice.
THROTTLE VALVE
In all gear positions the throttle valve (Fig. 267) is
being supplied with line pressure. The throttle valve
meters and reduces the line pressure that now
becomes throttle pressure. The throttle valve is
moved by a spring and the kickdown valve, which is
mechanically connected to the throttle. The larger
the throttle opening, the higher the throttle pressure
(to a maximum of line pressure). The smaller the
throttle opening, the lower the throttle pressure (to a
minimum of zero at idle). As engine speed increases,the increase in pump speed increases pump output.
The increase in pressure and volume must be regu-
lated to maintain the balance within the transmis-
sion. To do this, throttle pressure is routed to the
reaction area on the right side of the throttle pres-
sure plug (in the regulator valve).
The higher engine speed and line pressure would
open the vent too far and reduce line pressure too
much. Throttle pressure, which increases with engine
speed (throttle opening), is used to oppose the move-
ment of the pressure valve to help control the meter-
ing passage at the vent. The throttle pressure is
combined with spring pressure to reduce the force of
the throttle pressure plug on the pressure valve. The
larger spring at the right closes the regulator valve
passage and maintains or increases line pressure.
The increased line pressure works against the reac-
tion area of the line pressure plug and the reaction
area left of land #3 simultaneously moves the regu-
lator valve train to the right and controls the meter-
ing passage.
The kickdown valve, along with the throttle valve,
serve to delay upshifts until the correct vehicle speed
has been reached. It also controls downshifts upon
driver demand, or increased engine load. If these
valves were not in place, the shift points would be at
the same speed for all throttle positions. The kick-
down valve is actuated by a cam connected to the
throttle. This is accomplished through either a link-
age or a cable. The cam forces the kickdown valve
toward the throttle valve compressing the spring
between them and moving the throttle valve. As the
throttle valve land starts to uncover its port, line
Fig. 267 Throttle Valve
21 - 282 AUTOMATIC TRANSMISSION - 48REDR
VALVE BODY (Continued)

MANUAL VALVE
The manual valve (Fig. 270) is a relay valve. The
purpose of the manual valve is to direct fluid to the
correct circuit needed for a specific gear or driving
range. The manual valve, as the name implies, is
manually operated by the driver with a lever located
on the side of the valve body. The valve is connected
mechanically by either a cable or linkage to the gear-
shift mechanism. The valve is held in each of its
positions by a spring-loaded roller or ball that
engages the ªroostercombº of the manual valve lever.
CONVERTER CLUTCH LOCK-UP VALVE
The torque converter clutch (TCC) lock-up valve
controls the back (ON) side of the torque converter
clutch. When the PCM energizes the TCC solenoid to
engage the converter clutch piston, pressure is
applied to the TCC lock-up valve which moves to the
right and applies pressure to the torque converter
clutch.
CONVERTER CLUTCH LOCK-UP TIMING VALVE
The torque converter clutch (TCC) lock-up timing
valve is there to block any 4-3 downshift until the
TCC is completely unlocked and the clutch is disen-
gaged.
SHUTTLE VALVE
The assembly is contained in a bore in the valve
body above the shift valves. When the manual valve
is positioned in the Drive range, throttle pressure
acts on the throttle plug of the shuttle valve (Fig.
262) to move it against a spring, increasing the
spring force on the shuttle valve. During a part or
full throttle 1-2 upshift, the throttle plug is bottomed
by throttle pressure, holding the shuttle valve to the
right against governor pressure, and opening a
by±pass circuit. The shuttle valve controls the qual-
ity of the kickdown shift by restricting the rate of
fluid discharge from the front clutch and servo
release circuits. During a 3-2 kickdown, fluid dis-
charges through the shuttle by-pass circuit. When
the shuttle valve closes the by-pass circuit, fluid dis-
charge is restricted and controlled for the application
of the front band. During a 2-3 ªlift footº upshift, the
shuttle valve by-passes the restriction to allow full
fluid flow through the by-pass groove for a faster
release of the band.
Fig. 270 Manual Valve
DRAUTOMATIC TRANSMISSION - 48RE 21 - 285
VALVE BODY (Continued)

GOVERNOR BODY, SENSOR AND SOLENOID
(1) Turn valve body assembly over so accumulator
side of transfer plate is facing down.
(2) Install new O-rings on governor pressure sole-
noid and sensor.
(3) Lubricate solenoid and sensor O-rings with
clean transmission fluid.
(4) Install governor pressure sensor in governor
body.
(5) Install governor pressure solenoid in governor
body. Push solenoid in until it snaps into place in
body.
(6) Position governor body gasket on transfer
plate.
(7) Install retainer plate on governor body and
around solenoid. Be sure solenoid connector is posi-
tioned in retainer cutout.
(8) Align screw holes in governor body and trans-
fer plate. Then install and tighten governor body
screws to 4 N´m (35 in. lbs.) torque.
(9) Connect harness wires to governor pressure
solenoid and governor pressure sensor.
(10) Install fluid filter and pan.
(11) Lower vehicle.
(12) Fill transmission with recommended fluid and
road test vehicle to verify repair.
INSTALLATION
(1) Check condition of O-ring seals on valve body
harness connector (Fig. 327). Replace seals on con-
nector body if cut or worn.
(2) Check condition of manual lever shaft seal in
transmission case. Replace seal if lip is cut or worn.
Install new seal with 15/16 deep well socket (Fig.
328).
(3) Check condition of seals on accumulator piston.
Install new piston seals, if necessary.
(4) Place valve body manual lever in low (1 posi-
tion) so ball on park lock rod will be easier to install
in sprag.
(5) Lubricate shaft of manual lever with petroleum
jelly. This will ease inserting shaft through seal in
case.
(6) Lubricate seal rings on valve body harness con-
nector with petroleum jelly.
(7) Position valve body in case and work end of
park lock rod into and through pawl sprag. Turn pro-
peller shaft to align sprag and park lock teeth if nec-
essary. The rod will click as it enters pawl. Move rod
to check engagement.
CAUTION: It is possible for the park rod to displace
into a cavity just above the pawl sprag during
installation. Make sure the rod is actually engaged
in the pawl and has not displaced into this cavity.(8) Install accumulator spring and piston into case.
Then swing valve body over piston and outer spring
to hold it in place.
(9) Align accumulator piston and outer spring,
manual lever shaft and electrical connector in case.
(10) Then seat valve body in case and install one
or two bolts to hold valve body in place.
(11) Tighten valve body bolts alternately and
evenly to 11 N´m (100 in. lbs.) torque.
(12) Install new fluid filter on valve body. Tighten
filter screws to 4 N´m (35 in. lbs.) torque.
(13) Install throttle and gearshift levers on valve
body manual lever shaft.
(14) Check and adjust front and rear bands if nec-
essary.
(15) Install the transmission range sensor (Refer
to 21 - TRANSMISSION/AUTOMATIC/TRANSMIS-
SION RANGE SENSOR - INSTALLATION).
(16) Connect solenoid case connector wires.
(17) Install oil pan and new gasket. Tighten pan
bolts to 13.6 N´m (125 in. lbs.) torque.
(18) Lower vehicle and fill transmission with
MopartATF +4, Automatic Transmission fluid.
(19) Check and adjust gearshift and throttle valve
cables, if necessary.
Fig. 327 Valve Body Harness Connector O-Ring Seal
1 - CONNECTOR O-RINGS
2 - VALVE BODY HARNESS CONNECTOR
3 - HARNESS
DRAUTOMATIC TRANSMISSION - 48RE 21 - 309
VALVE BODY (Continued)

AUTOMATIC TRANSMISSION - 45RFE/545RFE
TABLE OF CONTENTS
page page
AUTOMATIC TRANSMISSION - 45RFE/545RFE
DESCRIPTION........................312
OPERATION..........................313
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - AUTOMATIC
TRANSMISSION.....................314
DIAGNOSIS AND TESTING -
PRELIMINARY.......................314
DIAGNOSIS AND TESTING - ROAD
TESTING...........................314
DIAGNOSIS AND TESTING - HYDRAULIC
PRESSURE TEST....................316
DIAGNOSIS AND TESTING - AIR CHECKING
TRANSMISSION CLUTCH OPERATION....317
DIAGNOSIS AND TESTING - CONVERTER
HOUSING FLUID LEAK................318
STANDARD PROCEDURE - ALUMINUM
THREAD REPAIR.....................318
REMOVAL............................318
DISASSEMBLY........................320
CLEANING...........................326
INSPECTION.........................326
ASSEMBLY...........................326
INSTALLATION........................333
SCHEMATICS AND DIAGRAMS
HYDRAULIC SCHEMATICS.............337
SPECIFICATIONS
TRANSMISSION.....................358
SPECIAL TOOLS
RFE TRANSMISSION.................359
4C RETAINER/BULKHEAD
DISASSEMBLY........................362
ASSEMBLY...........................363
ADAPTER HOUSING SEAL
REMOVAL............................364
INSTALLATION........................364
BRAKE TRANSMISSION SHIFT INTERLOCK
SYSTEM
DESCRIPTION........................364
OPERATION..........................364
DIAGNOSIS AND TESTING - BRAKE
TRANSMISSION SHIFT INTERLOCK......364
ADJUSTMENTS - BRAKE TRANSMISSION
SHIFT INTERLOCK...................365
FLUID AND FILTER
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - EFFECTS OF
INCORRECT FLUID LEVEL.............366
DIAGNOSIS AND TESTING - CAUSES OF
BURNT FLUID.......................366DIAGNOSIS AND TESTING - FLUID
CONTAMINATION....................366
STANDARD PROCEDURE
STANDARD PROCEDURE - FLUID LEVEL
CHECK............................366
STANDARD PROCEDURE - FLUID AND
FILTER REPLACEMENT...............367
STANDARD PROCEDURE - TRANSMISSION
FILL...............................368
GEARSHIFT CABLE
DIAGNOSIS AND TESTING - GEARSHIFT
CABLE.............................368
REMOVAL............................369
INSTALLATION........................370
ADJUSTMENTS
GEARSHIFT CABLE..................370
HOLDING CLUTCHES
DESCRIPTION........................371
OPERATION..........................372
INPUT CLUTCH ASSEMBLY
DESCRIPTION........................373
OPERATION..........................373
DISASSEMBLY........................374
ASSEMBLY...........................378
INPUT SPEED SENSOR
DESCRIPTION........................382
OPERATION..........................382
REMOVAL............................382
INSTALLATION........................382
LINE PRESSURE (LP) SENSOR
DESCRIPTION........................382
OPERATION..........................383
REMOVAL............................383
INSTALLATION........................383
LOW/REVERSE CLUTCH
DISASSEMBLY........................384
CLEANING...........................385
INSPECTION.........................385
ASSEMBLY...........................385
OIL PUMP
DESCRIPTION........................386
OPERATION..........................386
STANDARD PROCEDURE - OIL PUMP
VOLUME CHECK.....................387
DISASSEMBLY........................388
CLEANING...........................390
INSPECTION.........................390
ASSEMBLY...........................390
OIL PUMP FRONT SEAL
REMOVAL............................391
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 311

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 DRBTscan tool.
Transmission malfunctions may be caused by these
general conditions:
²Poor engine performance
²Improper adjustments
²Hydraulic malfunctions
²Mechanical malfunctions
²Electronic malfunctions
Diagnosis of these problems should always begin
by checking the easily accessible variables: fluid level
and condition, gearshift cable adjustment. Then per-
form a road test to determine if the problem has been
corrected or if more diagnosis is necessary. If the
problem persists after the preliminary tests and cor-
rections are completed, hydraulic pressure checks
should be performed.
DIAGNOSIS AND TESTING - PRELIMINARY
Two basic procedures are required. One procedure
for vehicles that are drivable and an alternate proce-
dure for disabled vehicles (will not back up or move
forward).
VEHICLE IS DRIVABLE
(1) Check for transmission fault codes using DRBt
scan tool.
(2) Check fluid level and condition.
(3) Adjust gearshift cable if complaint was based
on delayed, erratic, or harsh shifts.
(4) Road test and note how transmission upshifts,
downshifts, and engages.
(5) Perform hydraulic pressure test if shift prob-
lems were noted during road test.(6) Perform air-pressure test to check clutch oper-
ation.
VEHICLE IS DISABLED
(1) Check fluid level and condition.
(2) Check for broken or disconnected gearshift
cable.
(3) Check for cracked, leaking cooler lines, or loose
or missing pressure-port plugs.
(4) Raise and support vehicle on safety stands,
start engine, shift transmission into gear, and note
following:
(a) If propeller shaft turns but wheels do not,
problem is with differential or axle shafts.
(b) If propeller shaft does not turn and transmis-
sion is noisy, stop engine. Remove oil pan, and
check for debris. If pan is clear, remove transmis-
sion and check for damaged driveplate, converter,
oil pump, or input shaft.
(c) If propeller shaft does not turn and transmis-
sion is not noisy, perform hydraulic-pressure test to
determine if problem is hydraulic or mechanical.
DIAGNOSIS AND TESTING - ROAD TESTING
Before road testing, be sure the fluid level and con-
trol cable adjustments have been checked and
adjusted if necessary. Verify that all diagnostic trou-
ble codes have been resolved.
Observe engine performance during the road test.
A poorly tuned engine will not allow accurate analy-
sis of transmission operation.
Operate the transmission in all gear ranges. Check
for shift variations and engine flare which indicates
slippage. Note if shifts are harsh, spongy, delayed,
early, or if part throttle downshifts are sensitive.
Slippage indicated by engine flare, usually means
clutch, overrunning clutch, or line pressure problems.
A slipping clutch can often be determined by com-
paring which internal units are applied in the vari-
ous gear ranges. The Clutch Application charts
provide a basis for analyzing road test results.
21 - 314 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR
AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)

is applied. The clutch application can also be felt by
touching the appropriate element while applying air
pressure. As the air pressure is released, the clutch
should also release.
DIAGNOSIS AND TESTING - CONVERTER
HOUSING FLUID LEAK
When diagnosing converter housing fluid leaks,
two items must be established before repair.
(1) Verify that a leak condition actually exists.
(2) Determined the true source of the leak.
Some suspected converter housing fluid leaks may
not be leaks at all. They may only be the result of
residual fluid in the converter housing, or excess
fluid spilled during factory fill or fill after repair.
Converter housing leaks have several potential
sources. Through careful observation, a leak source
can be identified before removing the transmission
for repair. Torque converter seal leaks tend to move
along the drive hub and onto the rear of the con-
verter. Pump cover seal tend to run down the cover
and the inside surface of the bellhousing.
Some leaks, or suspected leaks, may be particu-
larly difficult to locate. If necessary, a Mopart
approved dye may be used to locate a leak.
TORQUE CONVERTER LEAK POINTS
Possible sources of converter leaks are:
(1) Leaks at the weld joint around the outside
diameter weld (Fig. 7).
(2) Leaks at the converter hub weld (Fig. 7).
STANDARD PROCEDURE - ALUMINUM
THREAD REPAIR
Damaged or worn threads in the aluminum trans-
mission case and valve body can be repaired by the
use of Heli-CoilsŸ, or equivalent. This repair con-
sists of drilling out the worn-out damaged threads.
Then tap the hole with a special Heli-CoilŸ tap, or
equivalent, and installing a Heli-CoilŸ insert, or
equivalent, into the hole. This brings the hole back to
its original thread size.
Heli-CoilŸ, or equivalent, tools and inserts are
readily available from most automotive parts suppli-
ers.
REMOVAL
(1) Disconnect the negative battery cable.
(2) Raise and support the vehicle
(3) Remove any necessary skid plates. (Refer to 13
- FRAMES & BUMPERS/FRAME/TRANSFER CASE
SKID PLATE - REMOVAL)
(4) Mark propeller shaft and axle companion
flanges for assembly alignment.
(5) Remove the rear propeller shaft
(6) Remove the front propeller shaft, if necessary.
(7) Remove the engine to transmission collar (Fig.
8).
(8) Remove the exhaust support bracket from the
rear of the transmission.
(9) Disconnect and lower or remove any necessary
exhaust components.
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
Fig. 8 Transmission Collar
1 - ENGINE
2 - STRUCTURAL DUST COVER
3 - TRANSMISSION
21 - 318 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR
AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)

(16) Disconnect gearshift cable from transmission
manual valve lever (Fig. 13).
(17) Disconnect the transmission vent hose from
the transmission.
(18) Support rear of engine with safety stand or
jack.
(19) Raise transmission slightly with service jack
to relieve load on crossmember and supports.
(20) Remove bolts securing rear support and cush-
ion to transmission and crossmember.
(21) Remove transfer case, if necessary.
(22) Disconnect transmission fluid cooler lines at
transmission fittings and clips.
(23) Remove all remaining converter housing bolts.
(24) Carefully work transmission and torque con-
verter assembly rearward off engine block dowels.
(25) Hold torque converter in place during trans-
mission removal.
(26) Lower transmission and remove (Fig. 14)
assembly from under the vehicle.
(27) To remove torque converter, carefully slide
torque converter out of the transmission.
DISASSEMBLY
(1) Drain fluid from transmission.
(2) Clean exterior of transmission with suitable
solvent or pressure washer.
(3) Remove the torque converter from the trans-
mission.
(4) Remove the manual shift lever from the trans-
mission.
(5) Remove the input, output, and line pressure
sensors from the transmission case (Fig. 15).
Fig. 13 Gearshift Cable at Transmission - RFE
1 - GEARSHIFT CABLE
2 - RFE TRANSMISSION
3 - MANUAL LEVER
Fig. 14 Remove Transmission
1 - ENGINE
2 - TRANSMISSION
Fig. 15 Remove Input, Output, and Line Pressure
Sensors
1 - OUTPUT SPEED SENSOR
2 - LINE PRESSURE SENSOR
3 - INPUT SPEED SENSOR
21 - 320 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR
AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)

o-ring is properly installed and is free of any debris.
The hub must be smooth to avoid damaging pump
seal at installation.
(2) If a replacement transmission is being
installed, transfer any components necessary, such as
the manual shift lever and shift cable bracket, from
the original transmission onto the replacement trans-
mission.
(3) Lubricate oil pump seal lip with transmission
fluid.
(4) Align converter and oil pump.(5) Carefully insert converter in oil pump. Then
rotate converter back and forth until fully seated in
pump gears.
(6) Check converter seating with steel scale and
straightedge (Fig. 53). Surface of converter lugs
should be at least 13mm (1/2 in.) to rear of straight-
edge when converter is fully seated.
(7) Temporarily secure converter with C-clamp.
(8) Position transmission on jack and secure it
with chains.
(9) Check condition of converter driveplate.
Replace the plate if cracked, distorted or damaged.
Also be sure transmission dowel pins are seated
in engine block and protrude far enough to
hold transmission in alignment.
(10) Apply a light coating of MopartHigh Temp
Grease to the torque converter hub pocket in the rear
pocket of the engine's crankshaft.
(11) Raise transmission (Fig. 54) and align the
torque converter with the drive plate and transmis-
sion converter housing with the engine block.
(12) Move transmission forward. Then raise, lower
or tilt transmission to align the converter housing
with engine block dowels.
(13) Carefully work transmission forward and over
engine block dowels until converter hub is seated in
crankshaft. Verify that no wires, or the transmission
vent hose, have become trapped between the engine
block and the transmission.
(14) Install two bolts to attach the transmission to
the engine.
(15) Install remaining torque converter housing to
engine bolts. Tighten to 68 N´m (50 ft.lbs.).
Fig. 51 Install Primary Oil and Cooler Filters
1 - PRIMARY OIL FILTER
2 - COOLER RETURN FILTER
3 - COOLER RETURN FILTER BYPASS VALVE
4 - VALVE BODY
Fig. 52 Install Input, Output, and Line Pressure
Sensors
1 - OUTPUT SPEED SENSOR
2 - LINE PRESSURE SENSOR
3 - INPUT SPEED SENSOR
Fig. 53 Checking Torque Converter Seating - Typical
1 - SCALE
2 - STRAIGHTEDGE
21 - 334 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR
AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)