45RFE Tcc Solenoid, new and ready to install. Fits the 45RFE. Ships fast from the USA.
Owners searching for a 45RFE TCC solenoid usually have one of two complaints: a shudder that feels like driving over rumble strips at steady highway speed, or an engine that never settles down at cruise because the converter will not lock. This listing is a new Mopar solenoid and pressure switch assembly for the 45RFE used in Dodge Ram 1500, Dakota and Durango and Jeep Grand Cherokee, Commander and Liberty. It is the part that commands converter lockup on this transmission, and it is the complete assembly shown in the photos.
Unlike many older automatics, the 45RFE has no stand-alone converter clutch solenoid. Chrysler's service information explains that the low/reverse solenoid does double duty. In first gear, the solenoid switch valve sends low/reverse solenoid oil to the L/R clutch. Once the transmission upshifts into second, that valve moves over and the same solenoid oil is routed to the torque converter clutch instead. The computer then raises the L/R solenoid duty cycle gradually, a stage Chrysler calls partial EMCC, until engine and input speed are within about 60 rpm, and then holds the solenoid fully on for full lockup. So when people talk about the 45RFE TCC solenoid, they mean the L/R solenoid inside this assembly.
Check fluid first: low or worn ATF+4 is the most common cause of lockup shudder, and a fluid change sometimes cures it outright. Next, watch engine speed and input speed on a scan tool at a steady 50 mph; if the computer is commanding full lockup but slip stays well above 60 rpm, the converter clutch or the oil feeding it is the problem. A P0750 is an electrical fault, and Chrysler says not to replace the valve body for it; meter the L/R circuit at the 23-pin connector, where Sonnax lists about 1.3 ohms. If the coil reads correctly and the only codes are P1775 or P1776, read our 45RFE valve body testing guide before spending money. The 45RFE shift solenoid guide covers the full electrical test.
The listing names the 45RFE without a year range, so check your unit before ordering. The 1999 to 2009 assemblies use six shift solenoids plus pressure control, while Sonnax notes the overdrive solenoid was removed from the 2010 and later design, and the two generations do not interchange. Compare the connector and the part number printed on your old assembly with the photos, or send us the year, model and VIN and we will match it. A 545RFE truck has its own 545RFE listing, and everything for this family is on the 45RFE parts page.
| Fits | 45RFE |
| Part type | Tcc Solenoid |
| Condition | New |
| Brand | Mopar |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
No. Converter lockup is controlled by the low/reverse solenoid inside the solenoid and pressure switch assembly, routed to the converter by the solenoid switch valve in second through fifth gear. That is why the lockup fix on this transmission is the full assembly.
Only if the lockup control is the cause. Worn fluid, a worn solenoid switch valve bore and a worn converter clutch all shudder the same way. Change the fluid and check slip on a scan tool first.
The 2010 and later assembly dropped the overdrive solenoid and does not interchange with earlier units. Match the connector and part number on your old assembly, or send us your VIN before ordering.
ATF+4 only. The converter clutch is sensitive to friction properties, and the wrong fluid can cause shudder by itself.
Yes. Chrysler calls for the Quick Learn after replacing the solenoid assembly. Then drive through several lockup cycles so the computer can adapt the apply.
