Facts on the 45RFE transmission, jeep wj

Facts on the 45RFE transmission

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Facts on the 45RFE transmission, jeep wj

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//-->KEEPTHEMTRANNYSROLLINGby Pete HuscherLooking for theFacts on the 45RFEThe goal of theproject wassimple: Provideup-to-date informa-tion for the 45RFEtransmission.I soon learned thatthis project wasn’tgoing to be easy.Figure 1: Computer ConnectorsThe PCM wiring harness has four connectors, numbered 1 to 4.uring my tenure as a technicaladvisor on the ATRA technicalsupport HelpLine, I’ve cometo realize that accurate information ishard to come by for most repair shops.I get a lot of calls related to the avail-ability of general information, rangingfrom the simple discussion about trans-mission operation to the most complexproblems involving computer systemdiagnosis.Much of the information requestedis available through normal resources,such as factory repair manuals; after-market repair manuals, such as Chilton,Mitchell and Motors; industry serviceDbulletins; local libraries; or eventhrough the internet. There are also afew online or CD-driven informationsystems available to the automotiverepair industry.With all this information available,I wondered why it was so hard formany repair shops to gain access to it.Well, my journey back into the shop hasreally opened my eyes to what therepair shops are fighting just to get thebasic information they need to repairvehicles properly.The Initial Road TestMy journey back into the shopbegan like most projects, with an idea,a plan of execution and a library oftechnical information to complete theproject. The goal of the project wassimple: Provide up-to-date informationfor the 45RFE transmission. I soonlearned that this project wasn’t going tobe easy.I started by procuring a new 2003Dodge R1500 truck with a 4.7L engineand a 45RFE transmission. I picked upthe project vehicle and drove it back tothe shop. During this impromptu roadtest, I noticed the transmission shifttiming and feel were different than Iwas used to with other transmissions.GEARS November 200318Looking for the Facts on the 45RFEFigure 2: Back ProbeThe shifts were fairly soft; sometimes Icouldn’t even tell whether the transmis-sion had shifted. And the shift timingwas kind of erratic. The transmissionwould shift either earlier or later than Iwas used to, depending on what gearthe computer system requested.Realizing that I didn’t know awhole lot about this new transmission’soperation, I wasn’t concerned about theshifts. I continued back to the shop,ready to begin my project.Looking for the Codes… and theComputerBack at the shop, I gathered up allthe equipment and technical informa-tion I needed and got ready to start. Iwas confident this was going to be easy.The first thing I did was hop intothe cab and connect my scan tool tocheck for codes. But my scan toolwouldn’t communicate with the vehi-cle’s computer system: “no communi-cation,” it said. I thought to myself“what do you mean… no communica-tion?” I checked the scan tool andfound that I had the most up-to-datecartridge available for this vehicle.So I switched over to the generic20side of the scan tool. That allowed meto communicate with the vehicle’scomputer system. I was able to checkfor generic codes and was able to mon-itor only a few of the inputs to the com-puter system. Transmission informationwasn’t available through the scan tool.For now, I still wasn’t too worriedabout the communication problem.The next step was to locate theTransmission Control Module (TCM)and gain access to the TCM connector.The purpose of this project was to pro-vide TCM pin charts, with values forthe input systems to the TCM. Afterspending about 30 minutes looking forthe 60-pin TCM — which was sup-posed to be located in the right rearengine compartment — I came across acontrol module with 152 pins.“Hmmm,” I said, “where’s the TCM?”According to my library of technicalinformation, the TCM should havebeen located in the engine compart-ment, but if it was, I couldn’t find it.After exhausting another 30 min-utes of searching through the enginecompartment, underneath the dash, andthroughout the vehicle, I was frustratedto say the least. What a nightmare thissimple project was becoming.Fortunately, I have friends at the localdealerships who would be willing tohelp. I gave them a call and talked tothe transmission technician, who readi-ly agreed to assist me with anything Ineeded. So I drove down to my localdealership with the hope of gatheringtop secret information on the TCMlocation.The Search for the TCM ContinuesI arrived at the dealership knowingthat if anybody had the information Iwas looking for, this would be the placeto find it. I walked into the dealershipservice department and was greeted bya very friendly service advisor. After abrief conversation, he escorted me tothe transmission area where their trans-mission technician was waiting.After the normal greetings andcatching up on things, the techniciandug out his factory manuals to show methe TCM location. A quick look at thefactory manuals revealed that we bothhad the same information. The TCMshould be located in the right rear of theengine compartment. Again, frustratedwith the same information as before, IGEARS November 2003talked the technician into showing methe TCM on one of the new vehicles onthe lot. After looking at three 2003R1500 4.7L trucks, we still couldn’tlocate the TCM. So we both walkedback to his area, shaking our heads andmuttering, ”Hmmm, I wonder wherethe TCM is?”We return to the transmission bay,both stumped as to the location of theTCM. Then, just as the frustration wasmounting and the project was in jeop-ardy of falling apart, the engine per-formance technician walked by andasked what was going on. After a briefdiscussion, he explained that in themiddle of 2002, the TCM was integrat-ed into the PCM. The engine perform-ance technician said that the manualswere printed before the TCM integra-tion, which is why the information was-n’t in the manuals. Makes sense.So I followed the engine perform-ance technician back to his bay area,where he provided me with a copy ofthe PCM location and pin identificationchart. Needless to say, I was prettyhappy with this new discovery. As I leftComputer Locationthe dealership, I thought about howlucky I was to have friends in the localdealerships who were willing to helpme. Without them, I’d never have beenable to find the information I needed. Idrove back to our shop with a smile,knowing that I was now armed with theinformation I had been searching for.GEARS November 200321Looking for the Facts on the 45RFEPin#9111213182930FunctionGroundFused ignition switch out-putFused ignition switch out-putVSS signalGroundFused B+Fused ignition switch out-putPOWERTRAIN CONTROL MODULE C1 (BLACK)Conditionsconstant groundignition switch onignition switch ona/c volts increase w/whl speedconstant groundconstant B+ignition switch onSignal<0.1 VDCB+B+<0.10 VDCB+B+Pin#1234567891011121314151617181920212223242526272829303132333435363738POWERTRAIN CONTROL MODULE C4 (GREEN)FunctionConditionsOverdrive solenoid controlenergized when commanded4C solenoid controlenergized when commanded(5.7L) TPS #1 outputnot used on 4.7LPressure control solenoid controlvaries with throttle input(5.7L) apps #1 outputnot used on 4.7L2C solenoid controlenergized when commandedTorque management request sensenot used on 4.7LUnderdrive solenoid controlenergized when commanded(5.7L) sensor groundnot used on 4.7LLR solenoid controlenergized when commandedPressure control solenoid controlvaries with throttle inputGroundconstant groundGroundconstant groundGroundconstant groundTRS T1 sensordepends on TRS positionTRS T3 sensordepends on TRS positionOverdrive off switch sensorcycle switch off/onTransmission control relay controlignition switch on /no codes presentTransmission control relay outputignition switch on /no codes present4C pressure switch sensorgrounds when 4C commanded onUnderdrive pressure switch sensorgrounds when u/d clutch commanded onOverdrive pressure switch sensorgrounds when o/d clutch commanded onNot usedNot usedNot usedTRS T2 sensordepends on TRS positionNot usedTransmission control relay outputignition switch on /no codes presentLR pressure switch sensorgrounds when L/R clutch commanded on2C pressure switch sensorgrounds when 2C clutch commanded onLine press sensor signalvaries with line pressure rise and fallOutput speed sensor signalvaries with output speedInput speed sensor signalvaries with engine/input speedSpeed sensor groundconstant groundTransmission temperature sensorvaries with transmission temperatureNot usedTRS T42 sensordepends on TRS positionTransmission control relay outputignition switch on /no codes presentPowertrain Control ModuleSignalB+B+idle: 13.0VDC wot: 2.8VDCB+B+B+idle: 13.0VDC wot: 2.8VDC<0.10 VDC<0.10 VDC<0.10 VDCPRN1-13vdc D- 2 vdcPR2- 13 vdc ND1- 2 vdccycles between 0 vdc- 12 vdcB+B+<0.10 VDC<0.10 VDC<0.10 VDCP21- 2 vdc RND- 13 vdcB+<0.10 VDC<0.10 VDCACV increases 0.0 acv-15 acvidle:4.1 acv 60mph: 10.4 acv<0.10 VDC3.5VDC w/warmPRN- 2.2 vdc D21-0.8 VDCB+Then, just as the frus-tration was mountingand the project was injeopardy of fallingapart, the engine per-formance technicianwalked by and askedwhat was going on.22Identifying the ConnectorsAfter returning to the shop, I pre-pared my equipment and was ready tobegin. I quickly located the PCMmounted on the firewall. It’s amazinghow easy it is to find what you’re look-ing for with the right information.After removing the air cleanerassembly, it was easy to reach the threePCM mounting bolts. The PCM wiringharness is quite long and the PCM canbe moved to the air cleaner mountingarea for better access to the PCM con-nectors.The PCM wiring harness has fourconnectors, numbered 1 to 4 (figure 1,page 18). Connector 1 is closest to thetwo PCM mounting screws; connector4 is closest to the mounting screws atthe bottom of the PCM. Each connectoris color-coded. Connector 1 is black, 2is gray, 3 is white and 4 is green.Connectors 1, 2 and 3 contain all of theengine performance system inputs andoutputs.Connector 4 is solely for the trans-mission inputs and outputs. In this(text continued on page 26)GEARS November 2003 [ Pobierz całość w formacie PDF ]

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