Rebuilding my first automatic transmission a 45rfe .

This is my first attempt at fully rebuilding an automatic transmission, I have messed with valve bodies and entire trans replacements in my teenage years but after the Dakota ate its second transmission I realized that rebuilding one was was something that I needed to master as I had no control in the quality of rebuilt replacements and junkyard specials were not holding up.

I pulled the first transmission out a few years ago because it started shifting extremely hard with the 2-3 shift it had a transgo HD2 shift kit and line pressure mod.

Once the front pump was removed, taking apart the transmission was extremely easy, I did the entire thing with one straight blade screwdriver and a dental pick.

Everything inside the first old transmission was perfect except for this planetary reaction plate that cracked… that explains the hard shifts, I got 80K out of this transmission.

No clue on why the transmission was designed with so little material around the area that cracked.

The second transmission was a used one out of a Durango, I left it unmodified, it lost all gears going up the back-way to crown king after overheating, I got 30K out of it.

Here you can see that the 4th clutch had a major failure, the snap ring that holds the spring plate came off and the transmission started to grenade itself by lathing the 4th clutches, retainer, thrust bearings and ring gear. You can see friction material from the clutches were all over the place, there were chunks of metal in the pan and metallic, burnt fluid everywhere.

This is a cracked reaction plate, it looks to have been damaged for quite some time.

There have been some variations and changes between the models of 45rfe, 545rfe and 66RFE transmissions throughout the years.

The first version was the 45rfe, it came out behind the 4.7L in the 1999 WJ Jeep Grand Cherokee and was used in the Rams, Dakotas and Durangos. In 2001, for Jeep the transmission was changed to include 5th speed and called  the 545rfe, the only difference is the transmission control module that uses a kickdown for the other gear.

In 2002 there was a change across all models with the pump fluid pressure spring, all post 2002 transmissions run at a higher pump pressure, this may throw a code when a later year TCM is used with a pre 02 transmission or vice versa.

In 2005-2007 there was a change to the front pump, this new pump has a seal in the cover of the transmission, an updated pressure spring and internal plate that solves the no move issue if you let your vehicle sit for a while and it does not build pump pressure. Chrysler got rid of two bolts that were leaking fluid back into the transmission. I used the updated front pump for my rebuild.

In 2012 there was a major change to the transmission with the introduction of the 65RFE and 66RFE. This FRONT HALF of this transmission IS IDENTICAL IN EVERY WAY to the 45rfe and thus can use the same front pump and torque converter, most other parts will not interchange. The new transmissions have an improved torque converter that is 1″ larger in diameter then the older units.  Larger torque converters have a better mechanical advantage, hold more fluid and are easier to cool and have more clutch capacity. This generation also used crappy plastic valve body pistons to cut down noise.

Many torque converter rebuilding companies, MOPAR and transmission builders I contacted said that the two torque converters are NOT INTERCHANGEABLE IE: WILL NOT FIT IN A 45RFE /5-45RFE TRANSMISSION. I was laughed and told that they were physically completely different. I ignored the advice of the “professionals”, studied diagrams and schematics of the design changes and purchased a 2017 Ram torque converter for my build, it paid off as it physically bolted to my 2001 Dakota’s flex plate slipped into the updated front pump and never hit any areas of the casting of the 2001 45rfe.

To rebuild the transmission I used a Mopar master kit, which contained borg warner clutches. I then purchased molded pistons, the updated “white” mopar solenoid pack with slider, new Sonnex aluminum valve body pistons, 66RFE torque converter, new style front pump, 545rfe TCM from a 04 grand chero car, steel filter nut upgrade (to replace the plastic one).

I was able to scrounge parts from the two failed transmissions to rebuild one good one.

To rebuild the transmission I followed this video, it is in Spanish but if you are not blind it should not matter. Make sure to install the snap rings in the correct direction, many are tapered to fit into specific machine grooves in the transmission. Be sure to measure and adjust your clutch clearance as well.

I used a cheap transmission press to remove and install the springs and assemble goo to hold components in place.

https://www.amazon.com/EWK-Automatic-Transmission-Compressor-Compression/dp/B00H8K7X46/ref=sr_1_6?keywords=transmission+press&qid=1554745338&s=gateway&sr=8-6

Luckily my transmission worked perfectly the first time I bolted it up in there, take your time, mark directions and positions of all snap rings, thrust bearings and plates before you remove them and reinstall them in the same direction.

From Mild to Wild: Wiring

Nicholas Bauer, of Slicknessindustries, can handle all of your wiring harness needs from mild to wild.

Here is a Renault Twizy EV harness, Nick extended, and modified to fit into a vehicle twice the original wheelbase and track width called the Local Motors, Strati.

The harness came from a vehicle with a chassis ground and transplanted into a composite vehicle. This harness had to function properly, the first time, at IMTS 2014 for demonstration, it was developed in 40 days under impossible deadlines and limited resources.

It functioned properly and the vehicle wound up driving around the streets of Chicago, turn signals, brake lights and all; this was the first test of the vehicle.

Nicholas also led a small team to assemble, fabricate and test the STRATI vehicle at Oak Ridge National Laboratory and on the floor in Chicago with the help of Brandon Klingaman and Kyle Heart.

Living in a Duramax pickup until the dragon wagon is ready.

I left home to take on a new challenge, although I was working on the SlickCrawl I put in a couple applications for some cool startups and I ended up with a cool job offer from Thor Trucks as the fabrication/shop lead Engineer.

I partially put in the application because the Dragon Wagon is parked in San Bernardino and the job is in North Hollywood, so only an hour and a half away. However I need to find a place to parke the Dragon Wagon so to prerun the area I decided to build a stealth camper out of my current Daily Driver. I purchased a surplus, salvaged 2004.5 Silverado 2500 from Local Motors a couple years ago and fixed it up. The Silverado has a quarter million miles on it but with the Isuzu based 6.6L LLY Diesel engine and Allison 1000 transmission it is perfect for LA traffic.

I found a commercial truck cap for sale on Tucson Craiglist and snagged it up, it is an extra tall superduty model and I had to trim it to fit the Silverado. I gave it a quick spray with some crappy paint because I only had two weeks until the new job started.

Next I cleaned out the truck bed, added a 3/4″ plywood floor and topped it with some cheap laminate flooring and under-lament.

I was pretty happy with the rusults, I think it came out nice.

I added a four channel ebay special securety camera system, two group 31 semi truck batteries, a MPPT charge controller, a 100W solar panel, a PWM controlled Maxxfan, Xantrex prowatt SW600 power inverter, 1600watt Frys electronics special square wave inverter and a vintage half pint microwave.

The bed is made of extra plywood, a folding cot mattress from amazon and gas pipe as a folding mechanism.

Additional cool things litter the interior, I also dropped a line for a future refrigerator/freezer.