Overhaul - 545RFE: Specifications Dodge Durango II

TORQUE CONVERTER LEAK POINTS

Possible sources of converter leaks are

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1. Leaks at the weld joint around the outside diameter weld.
2. Leaks at the converter hub weld.

TORQUE SPECIFICATIONS

TORQUE SPECIFICATIONS

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1. Remove the 2C piston Belleville spring snap-ring (6) from the 4C retainer /bulkhead (13).
2. Remove the 2C piston Belleville spring (5) from the retainer/bulkhead (13).
3. Remove the 2C piston (2) from the retainer/bulkhead (13). Use 20 psi of air pressure to remove the piston if necessary.
4. Remove the 4C clutch snap-ring (7) from the retainer/bulkhead (13).
5. Remove the 4C clutch pack (3, 4, 8) from the retainer/bulkhead (13).
6. Using Spring Compressor 8250 (2) and a suitable shop press (1), compress the AC piston return spring (10) and remove the snap-ring (9).
7. Remove the 4C piston return spring (10) and piston (12) from the retainer/bulkhead (13). Use 20 psi of air pressure to remove the piston if necessary.

TORQUE CONVERTER LIMIT VALVE

The torque converter limit valve serves to limit the available line pressure to the torque converter clutch.

TORQUE CONVERTER CLUTCH (TCC)

The TCC was installed to improve the efficiency of the torque converter that is lost to the slippage of the fluid coupling. Although the fluid coupling provides smooth, shock-free power transfer, it is natural for all fluid couplings to slip. If the impeller (3) and turbine (5) were mechanically locked together, a zero slippage condition could be obtained. A hydraulic piston (6) with friction material (7) was added to the turbine assembly (5) to provide this mechanical lock-up.

In order to reduce heat build-up in the transmission and buffer the powertrain against torsional vibrations, the TCM can duty cycle the UR-CC Solenoid to achieve a smooth application of the torque converter clutch. This function, referred to as Electronically Modulated Converter Clutch (EMCC) can occur at various times depending on the following variables

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1. Shift lever position
2. Current gear range
3. Transmission fluid temperature
4. Engine coolant temperature
5. Input speed
6. Throttle angle
7. Engine speed

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The converter impeller (driving member), which is integral to the converter housing and bolted to the engine drive plate, rotates at engine speed. The converter turbine (driven member), which reacts from fluid pressure generated by the impeller, rotates and turns the transmission input shaft.

In a standard torque converter, the impeller and turbine are rotating at about the same speed and the stator is freewheeling, providing no torque multiplication. By applying the turbine's piston and friction material to the front cover, a total converter engagement can be obtained. The result of this engagement is a direct 1:1 mechanical link between the engine and the transmission.

The clutch can be engaged in second, third, and fourth gear ranges depending on overdrive control switch position. If the overdrive control switch is in the normal ON position, the clutch will engage after the shift to fourth gear. If the 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 software provides the TCM with control over the L/R-CC Solenoid. There are four output logic states that can be applied as follows

1. No EMCC
2. Partial EMCC
3. Full EMCC
4. Gradual-to-no EMCC