Issue Summary:
- A Dodge/Chrysler/Jeep vehicle with a 45RFE transmission may exhibit a harsh torque-converter clutch application, or the engine may stall or stumble on a garage shift into Reverse or Drive (below).
- Some Daimler/Chrysler vehicles equipped with the NAG1, 42RLE or CVT have no transmission dipstick for checking oil level (page 3).
- After overhaul, a Dodge/Chrysler/Jeep vehicle with a 45RFE transmission may exhibit a complaint of no movement (page 4).
- A 2003 Jeep Liberty with a 3.7-liter engine and 42RLE transmission developed an engine vibration after engine replacement (page 6).
Before or after overhaul, a Dodge/Chrysler/Jeep vehicle equipped with a 45RFE transmission may exhibit a complaint of a harsh engagement when the torque-converter clutch (TCC) applies, or the engine may stall or stumble on a garage shift into Reverse or Drive.
One cause may be broken springs in the pump assembly. A broken TCC accumulator-valve spring may cause a harsh engagement during TCC apply. A broken TCC limit-valve spring may cause the engine to stall or stumble during a garage shift into Reverse or Drive.
Replace the TCC accumulator-valve spring for harsh TCC apply. Replace the TCC limit-valve spring for engine stall or stumble during garage shifts.
Refer to Figure 1 for locations of the TCC accumulator-valve spring and TCC limit-valve spring in the pump assembly.
Note: These springs are available aftermarket from Sonnax.
- TCC accumulator-valve spring (Sonnax part number). . . . . . .44912-01
- TCC limit-valve spring (Sonnax part number). . . . . . . . . . . . . . .44912-02
During a routine transmission-fluid service or after an overhaul, some Daimler/Chrysler vehicles equipped with the NAG1, 42RLE or CVT transmission are found to have no dipstick in the fill tube for checking oil level. Only a locking cap is found in the top of the filler tube.
Vehicles manufactured by Daimler/Chrysler and equipped with the NAG1, 42RLE or CVT do not come equipped with a dipstick.
The dipstick is considered a tool by the manufacturer and must be purchased separately. Figure 2 provides information on checking transmission-fluid levels.
Refer to Figure 3 for refill capacity and correct fluid usage.
- Fluid-level checking tool for Dodge Magnum, Charger, Caliber (CVT);
- Chrysler 300;
- Jeep Liberty, Compass (CVT);
- Chrysler Pacifica, Sebring, Avenger (62TE);
- Dodge/Chrysler vehicles with the NAG 1 transmission (722.6) except Sprinter and Crossfire;
- Dodge vehicles with the 42RLE transmission . . . . . . . .Miller Tool # 9336A
- Fluid-level checking tool for Dodge Sprinter and Crossfire vehicles with NAG 1 (722.6) . . . . . . . .Miller Tool # 8863B
After an overhaul, a Dodge/Chrysler/Jeep vehicle equipped with a 45RFE transmission may exhibit a complaint of no movement.
One cause may be the pump-spacer-plate hold-down screws in the pump assembly missing. With all the bolts holding this pump together, a brief glance at the spacer-plate hold-down screws may make them appear unnecessary; however, when you look at the location of one of the screws, you will understand their necessity. The diagram in Figure 4 shows the locations of the pump-spacer-plate hold-down screws.
Take a look at the location of spacer-plate screw #2. It is directly adjacent to the pump suction port. With this screw missing from the plate, a hole/leak of about 0.190 inch is immediately opened in the pump suction circuit – much like having a tremendous amount of pump-gear clearance. This huge leak flows to the out-side of the pump and creates enough of an air leak that the pump cannot create sufficient vacuum to pick up transmission fluid from the pan through the filter.
Install and tighten the pump-spacer-plate hold-down screws to 4.5 Nm (40 lb.-in.).
A 2003 Jeep Liberty with a 3.7-liter engine and 42RLE transmission was sent to the transmission shop after the engine was replaced. After engine replacement a complaint of an engine vibration developed. Disconnecting the torque converter eliminated the vibration. After a preliminary inspection, it seemed that the converter or flywheel might be the cause of the vibration, so the transmission was removed.
The crankshaft pilot sleeve was left in the original engine and not transferred to the replacement engine; therefore, the nose of the converter had no support, resulting in the vibration (Figure 5).
The crankshaft opening measures about 1.786 inches without the sleeve. The converter nose’s outside diameter is 1.324 inches – lots of room for wobble (figures 6 and 7). The pilot sleeve’s inside diameter measures 1.334 inches.
Make certain the crankshaft pilot sleeve is in place when the engine is replaced. Make certain the sleeve has not come out of the crankshaft and remained on the nose of the original converter (Figure 8).
- Crankshaft pilot sleeve for 3.7-liter engine . . .04736483AA
February 2010 Issue
Volume 27, No. 2
- Dodge/Chrysler/Jeep 45RFE: Torque-converter-clutch engagement issues
- Daimler/Chrysler Vehicles: NAG1, 42RLE, CVT models: updated dipstick usage
- Dodge/Chrysler/Jeep 45RFE: No movement after overhaul
- Jeep 42RLE: Engine vibration