Aftermarket CRD TC/Tranny/TCM Info

RFCRD · **Posted:** Wed Jan 10, 2007 6:16 pm

retmil46 wrote:

Main question is, if they have the parts available, whether or not to have the upgraded pump and cooler installed by the dealer (probably have to pay shop rate), or simply buy the parts and let my shop change them out while sending the TC off to be rebuilt. Would probably be cheaper as far as labor costs to let my shop do it, but right now I don't know if he has the equipment to handle the A/C system pumpdown that would be required for the cooler replacement.

I would see if the dealer can do the pump replacement as it involves some delicate work. If they botch the pump removal it is possible to pull internal shafts out of their bearing seats and you will be into a big repair. The pump and cooler comes togther as a kit and you might not be able to buy these parts.

CATCRD · **Posted:** Wed Jan 10, 2007 10:15 pm

RFCRD wrote:

It can lock as low as 3rd gear depending on when you stop accelerating hard. The 3rd gear lock-up is the 35mph lurch under light or no acceleration.

Mine has never locked in 3rd unless the O/D is off. That's the only way to get it to lock in 3rd. Play around with it and you'll notice there's a definite difference in feel. Normally in 3rd gear the rpm will fluctuate with throttle position, without changing road speed - meaning unlocked. The lurch is just a lurch.

greiswig · **Posted:** Wed Jan 10, 2007 10:28 pm

CATCRD wrote:

RFCRD wrote:

It can lock as low as 3rd gear depending on when you stop accelerating hard. The 3rd gear lock-up is the 35mph lurch under light or no acceleration.

Mine has never locked in 3rd unless the O/D is off. That's the only way to get it to lock in 3rd. Play around with it and you'll notice there's a definite difference in feel. Normally in 3rd gear the rpm will fluctuate with throttle position, without changing road speed - meaning unlocked. The lurch is just a lurch.

My experience is identical to CATCRD's.

retmil46 · **Posted:** Thu Jan 11, 2007 1:45 pm

RFCRD wrote:

retmil46 wrote:

Main question is, if they have the parts available, whether or not to have the upgraded pump and cooler installed by the dealer (probably have to pay shop rate), or simply buy the parts and let my shop change them out while sending the TC off to be rebuilt. Would probably be cheaper as far as labor costs to let my shop do it, but right now I don't know if he has the equipment to handle the A/C system pumpdown that would be required for the cooler replacement.

I would see if the dealer can do the pump replacement as it involves some delicate work. If they botch the pump removal it is possible to pull internal shafts out of their bearing seats and you will be into a big repair. The pump and cooler comes togther as a kit and you might not be able to buy these parts.

Actually, I'd trust my tranny shop to do the work more than I would the dealer. I've been going to them for at least 6 years, my family has had at least 4 vehicles have major work done by them. always excellent results, no problems, up front with what the problems are, their recommendations, and a fair price. Owner is a former DC service tech that got PO'd with the dealership experience. And it's not a hole in the wall grease pit, but a modern facility, with internet aceess so he can get the latest info on vehicles ASAP. And they do have experience with rebuilding 545RFE trannys.

On the other hand, the experience I've had with the dealership service techs tranny-wise so far doesn't fill me with confidence. 2 quarts low on fluid when delivered new, refused to do the filter TSB on mine insisting that my "vehicle build date" didn't fall into the time frames and got PO'd when I tried to point out it said "tranny build date", so that I had to spend my own money by going to the above mentioned shop to get the filters changed out (and BTW they did have the wrong filters installed).

That's one reason I'm hesitant to even let them do the TC swapout.

Goglio704 · **Posted:** Fri Jan 12, 2007 11:10 pm

I ran across another aftermarket TCM. If this one has been mentioned before, I missed it.

http://www.fuelairspark.com/Catalogs/Cu ... pdf/21.pdf

retmil46 · **Posted:** Sat Jan 13, 2007 2:21 am

Over on the "Suncoast Converters" thread, I checked out the link and looked at their Hemi products. www.suncoastconverters.com

One thing that caught my eye was their advert for a conversion kit from a 545RFE over to a 518 (48RE) tranny. I believe this is a vehicle conversion kit such that you could remove the 545RFE and install a 518/48RE tranny in the vehicle. I could be mistaken, it might also be a way to functionally convert a 545RFE tranny such that it is in essence a 48RE.

518/48RE's are what Dodge currently puts behind Cummins 5.9 L engines in Ram pickups. And there seem to be a veritable cornucopia of aftermarket torque converters and parts for this tranny in that application.

Guess that would be one solution to a 545 tranny - get rid of the bloody thing altogether!

retmil46 · **Posted:** Sat Jan 13, 2007 12:58 pm

Oops, I stand corrected on my tranny designations. :oops:

Looks as if the 46RH/RE is known as the 518, the 47RH/RE as the 618, and the 48RE is a beast unto itself.

Looks as though the 518 was developed from the old Torqueflite 727. A 4 speed tranny available in both non-locking non-electronic (RH) and locking electronic (RE) versions.

DnA Diesel · **Posted:** Sun Jan 14, 2007 1:45 am

CATCRD wrote:

TC lockup only occurs in gears 4 and 5, so a better unit with a lower stall would definitely help in the first three gears.

+1

Indeed! That is exactly what I was thinking. I would still also like to see the lock-up in 4th and 5th occur at lower rpm!

I'm starting to simmer now that the dealer didn't replace the pump as well....but I have an extended 5/100 B2B warranty, so they can just keep doing the work. I'm still working the mileage issue, 14 in city, 20 hwy, so my mind isn't fully into the "tweak the tranny" game quite just yet...grrrrr.

Cheers,
Duey

retmil46 · **Posted:** Sun Jan 14, 2007 2:48 pm

Well, I've changed my mind over the past few days as to my preferred course of action. After consulting with a few people off-list, and seeing more and more reports of F37 turning into a total fiasco, I've decided not to take my CRD anywhere near the dealership, at least until (hopefully) F37 is superceded by an honest fix (not much hope there IMHO) or being a CSN it quietly fades into history.

Oldnavy's report was the final straw. If a former service manager who is on a first-name basis with the service techs, and stands the best chance IMO of having the work done properly and eliminating the human factor, still ends up having serious problems, that tells me it is F37 itself that is flawed.

The ball joints appear to be a no-brainer, Moog being the preferred aftermarket choice, and from one report I've read at one time was actually the OEM supplier for Jeep.

For the transmission, we seem well within reach of an aftermarket solution, both in hardware and software.

Bottom line is, where possible, I've decided to have nothing to do with DC's warranty fixes to this vehicle.

Ripster · **Posted:** Sun Jan 14, 2007 3:06 pm

That might be the correct action with a tranny that have little or no issues. I would think someone with major problems
would have to have it done. I did it, mainly because my dealership is closeing and I knew they would take care of me.
It appears I am going to be ok and everything is working good at this point. Also I had two tranny technicians on mine,
so the pump and TQ went in well, and I have no leaks, fluid levels were proper and there had been no other issues on
this transmission, and if you dealership is proactive, the pump was done also before the problem filled the lines with particles.
So it is an individual decision, with many factors involved, and how long you plan on keeping the unit, and if you plan on
doing what is necessary after warranty to continue to keep the vehicle.

oldnavy · **Posted:** Sun Jan 14, 2007 4:21 pm

retmil46 wrote:

Well, I've changed my mind over the past few days as to my preferred course of action. After consulting with a few people off-list, and seeing more and more reports of F37 turning into a total fiasco, I've decided not to take my CRD anywhere near the dealership, at least until (hopefully) F37 is superceded by an honest fix (not much hope there IMHO) or being a CSN it quietly fades into history.

Oldnavy's report was the final straw. If a former service manager who is on a first-name basis with the service techs, and stands the best chance IMO of having the work done properly and eliminating the human factor, still ends up having serious problems, that tells me it is F37 itself that is flawed.

The ball joints appear to be a no-brainer, Moog being the preferred aftermarket choice, and from one report I've read at one time was actually the OEM supplier for Jeep.

For the transmission, we seem well within reach of an aftermarket solution, both in hardware and software.

Bottom line is, where possible, I've decided to have nothing to do with DC's warranty fixes to this vehicle.

Sorry to say but the man is right, D/C isn't intrested in a true fix from a dollar stand point. The dealer is actually caught in the middle and basically has to follow what D/C says to do for the repairs, even though there is a better way or a proper way to fix something. I am assuming that D/C is basically waiting for us to sell/trade the units early or just run our warranty out with inexpensive repairs to save the millions of dollars we are talking about to do proper repair. The bean counter's have it figured out, and we are the losers. My guess this is what is to be expected in the future with the new modern munti-national corporations.

I have decided to find a new home for the Liberty later this summer after the tranny situation is resolved (some what) so I can take it to a dealer to trade off. I'm of the opinion that even the TC & the pump will not permanently cure the problem, and I am not about to spend the dollars required to make it a reliable unit when the wife has decided that she does not like Liberty and wants to go back to a car. I might be willing to if the vehicle was going to be used as it was designed for by us, but it will never be used off road so why bother.

Anyone what to buy a CRD???

retmil46 · **Posted:** Mon Jan 15, 2007 1:01 am

oldnavy wrote:

Anyone what to buy a CRD???

You may have just written the epitath for this beast.

DadsDiesel · **Posted:** Mon Jan 15, 2007 1:14 am

retmil46 wrote:

oldnavy wrote:

Anyone what to buy a CRD???

You may have just written the epitath for this beast.

Crap.... I just bought one............... :oops:

Well... I have to keep it for at least a yyear or two... or I will be soooo upside down, I will be speaking Chinese!!

Ya-know... How come 40% of the cars in Europe are diesel, and every time we get one here in the U.S. it ends up a lemon?? [remembering GM's converted gasser from the '80s]

I bought one to run bio-d and then wvo after the warranty expires. Looks like I shouldn't worry... the warranty is B.S. any way!!!

Auuggh ... just put only 300 miles on it, I'm going to Ireland for 2 months on a company assignment. :shock:

I hope the wife doesn't have any gremlins appear whilst I am gone!!!

Bummer,

C.

retmil46 · **Posted:** Mon Jan 15, 2007 12:42 pm

Last night I tried hitting the used parts internet sites, same ones I used to locate a V6 airbox for the CRD and an intake manifold for the '87 MB. I wanted to see if it was possible to locate a used torque converter, even a failed one, to use as a core for an aftermarket rebuild. For many people, that would be preferable than having to remove the one installed in the vehicle and have their primary transportation disabled for upwards of 2 weeks or better (4 days shipping, 3 days rebuild, 4 days shipping back, including removal/reinstall time). And in my case the tranny is still operating fine (knock wood) and am not inclined to use my known good TC unless there's no other choice.

So far, the only responses I've received have been adverts, "we may have your part, call us/visit out website". I'll give it a day or two to see if I get any nibbles.

Now, if the gent at my tranny shop can confirm that there's no real functional difference between this TC and one for say an '04 Dakota with the same tranny, then I'll try again listing an '04 Dakota as the primary vehicle.

Seems to me if I'm having it rebuilt to the same design and specs, it woudn't matter if it was out of a gasser or a CRD, as long as it was for a 545RFE tranny.

DarbyWalters · **Posted:** Mon Jan 15, 2007 10:35 pm

retmil46 wrote:

Don said that he wouldn't make a recommendation as to a final stall speed without first determining what the stall speed of the stock TC was. His method for a quick and dirty determination of brake stall was to take the vehicle out and stand on the brakes, then floor the accelerator for 2 seconds and see what RPM pegged at.

I did a similiar test in FullTime 4WD and the vehicle started to lurch forward when rpms reached 1600-1700 rpm. Don't know if this is significant, but it happened everytime at the same rpm.

Also found some info on a Dodge site. TC Clutch failure-Pie Shaped Clutch "bends" and one piece pump clogs and chews itself up...

Also the 2007 Dodge Cummins 6.7L will use the 68RE to handle the extra torque (based on the 545RFE supposedly). Another site pointed to the 58RFE being used in some Cummins Diesels.

There has got to be a CURE...

crdmike · **Joined:** Tue May 16, 2006 7:25 pm **Posts:** 138

Here's what we have from Suncoast in reference to our TC problem:

I have the upgrade kit for the trans and torque converter for the Ram
1500 trucks now. The difference in the converter will be the stall. I will
need some time to build the right torque converter for the power band
on the jeep. We are going to test with stock HP and with adding 50HP
and 100 lb.-ft. torque. My name is Ron and I will be doing the testing,
please feel free to call me or stop by anytime.(1800-868-0053). I would
like to hear from the Jeep owners on what changes you are looking for.
Thanks Ron

CATCRD · **Posted:** Tue Jan 16, 2007 9:54 pm

crdmike wrote:

Here's what we have from Suncoast in reference to our TC problem:

I have the upgrade kit for the trans and torque converter for the Ram
1500 trucks now. The difference in the converter will be the stall. I will
need some time to build the right torque converter for the power band
on the jeep. We are going to test with stock HP and with adding 50HP
and 100 lb.-ft. torque. My name is Ron and I will be doing the testing,
please feel free to call me or stop by anytime.(1800-868-0053). I would
like to hear from the Jeep owners on what changes you are looking for.
Thanks Ron

That's great news!

retmil46 · **Posted:** Wed Jan 17, 2007 1:49 am

Sounds like I'll be making a phone call in the morning!

Got back in touch with my local tranny guy today. After checking with his contacts and supplier, he said the general consensus was that we should be looking for around a 1200 rpm stall speed, 1500 being a little on the high side for where our max torque supposedly comes in (1800 rpm).

None of the people my tranny guru trusts and does business with have done an honest-to-god diesel version of a 545 TC, but then added "you should see one available before too long". Hmmm, I wonder if Suncoast is one of the companies he trusts?

Here's a nice little bombshell he dropped on me - one of the reasons it's so bloody hard to find a 545 TC right now is that a certain company, which shall remain nameless, has been snatching up all the used TC's, doing a quick rebuild on them, and shipping them out to perform a certain recall. And of late, since these rebuilt TC's have been going T/U, has wised up in at least this area and started shipping out new TC's to perform this certain recall.

Another person on the list e-mailed me with the results of their brake stall speed test. He performed it 3 times, and got the same result each time - 2400 RPM! :shock:

He hasn't had F37 done yet, but did have the TC replaced prior to this. Considering the dealership which performed the replacement, neither of us would be surprised if they simply half-a###d it and slapped a V6 TC in.

Mine is a May '05 build, and has never had anything other than filter replacement done by the above mentioned guru. At the latest, I'll go out this weekend and do the brake stall test on mine. If it also comes out to 2400 rpm, we can make a pretty good guess as to the truth of the matter - that DC gave us a juryrigged V6 TC.

Ripple · **Posted:** Wed Jan 17, 2007 7:51 am

Quote:

DadsDiesel

Ya-know... How come 40% of the cars in Europe are diesel, and every time we get one here in the U.S. it ends up a lemon?? [remembering GM's converted gasser from the '80s]

I bought one to run bio-d and then wvo after the warranty expires. Looks like I shouldn't worry... the warranty is B.S. any way!!!

I think we all knew (or could have guessed) that there would be issues with the '05/06 CRD, but perhaps not to this extent. all chrysler vehicles are quirky. ball joints, messed up trannies and CEL problems go back to the early 90's with regularity in many models. but Like you I bought to run BIO/SVO. I didn't know that SVO was still experimental on common-rail diesel and there is only one kit available. I will probably make my own two tank system over the summer.

I don't have any tanny woes, and I drive real easy, so i should be able to hold on a rebuild till 100K, but i am following this thread with great interest and eventually look forward to a review of an aftermarket TC/Pump/rebuild/programming job.

crdmike · **Joined:** Tue May 16, 2006 7:25 pm **Posts:** 138

retmil46 wrote:

Sounds like I'll be making a phone call in the morning!

Here's a nice little bombshell he dropped on me - one of the reasons it's so bloody hard to find a 545 TC right now is that a certain company, which shall remain nameless, has been snatching up all the used TC's, doing a quick rebuild on them, and shipping them out to perform a certain recall. And of late, since these rebuilt TC's have been going T/U, has wised up in at least this area and started shipping out new TC's to perform this certain recall.

One thing I neglected to add is that Ron is working on an 05 CRD so there will be actual test data.

Aftermarket CRD TC/Tranny/TCM Info

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