Hello ALL .
I'd like to start a thread discussion about the 6 speed XSMN 65RFE to help all of us out in understanding as much as possible about this xsmn and different maintenance practices like fluid & filter changes and other info like normal operating temp ranges and such.
My truck 2014 Ram 1500 5.7L , 65RFE 6 speed automatic xsmn , 4X4 QC, 3.55 Differentials.
I'm at about 38k and I'm interested in a fluid & filter change , and possibly a DIY complete system Flush .
Also interested in a xsmn pan change with extra fluid capacity , cooling fins and a magnetic drain plug.
I'm gonna save a few spots below for my fluid & filter change and other maint related stuff I plan to do in the future on my 65RFE automatic xsmn.
Thanks in advance for your replies !
I thought adding some description and theory of operation may aid some of us in this thread who may want to understand why these transmissions act as they do. Also it can serve as a reference and possibly help in troubleshooting. This will be just a small part of the info available. This is for the 66RFE, which should be almost identical to the 65, save for the gear ratios. If more in-depth info is needed, let me know. Hope this helps.
RLK Please feel free to dissect this and put it where you feel its appropriate in the thread.
Transmission - Operation
OPERATION
The 66RFE offers full electronic control of all automatic up and downshifts, and features real-time adaptive closed-loop shift and pressure control. Electronic shift and torque converter clutch controls help protect the transmission from damage due to high temperatures, which can occur under severe operating conditions. By altering shift schedules, line pressure, and converter clutch control, these controls reduce heat generation and increase transmission cooling.
To help reduce efficiency-robbing parasitic losses, the transmission includes a dual-stage transmission fluid pump with electronic output pressure control. Under most driving conditions, pump output capacity greatly exceeds that which is needed to keep the clutches applied. The 66RFE pump-pressure control system monitors input torque and adjusts the pump pressure accordingly. The primary stage of the pump works continuously; the second stage is bypassed when demand is low. The control system also monitors input and output speed and, if incipient clutch slip is observed, the pressure control solenoid duty cycle is varied, increasing pressure in proportion to demand.
A high-travel torque converter damper assembly allows earlier torque converter clutch engagement to reduce slippage. Needle-type thrust bearings reduce internal friction. The 66RFE is packaged in a one-piece die-cast aluminum case. To reduce NVH, the case has high lateral, vertical and torsional stiffness. Dual filters protect the pump and other components. A cooler return filter is added to the customary main sump filter. Independent lubrication and cooler circuits assure ample pressure for normal transmission operation even if the cooler is obstructed or the fluid cannot flow due to extremely low temperatures.
NOTE:
Vehicles equipped with ERS (Electronic Range Select) do not provide 2nd gear in limp-in, because the shift lever has no "2" or "1" position.
The hydraulic control system design (without electronic assist) provides the transmission with PARK, REVERSE, NEUTRAL, and FOURTH gears, based solely on driver shift lever selection. This design allows the vehicle to be driven (in "limp-in" mode) in the event of a electronic control system failure, or a situation that the Transmission Control Module (TCM) recognizes as potentially damaging to the transmission.
The TCM also performs certain self-diagnostic functions and provides comprehensive information (sensor data, DTC's, etc.) which is helpful in proper diagnosis and repair. This information can be viewed with the scan tool.
Planetary Geartrain - Operation
OPERATION
REACTION PLANETARY GEAR SET
The reaction planetary carrier and reverse sun gear are a single component which is held by the 2C clutch when required. The sun gear is retained on the reaction carrier hub by a hidden snap ring and can not be removed. The reaction sun gear is a stand alone component that can be driven by the reverse clutch or held by the 4C clutch. The reaction annulus is welded to the reverse planetary carrier.
REVERSE PLANETARY GEAR SET
The reverse planetary gear set is the middle of the three planetary sets. The reverse planetary carrier can be driven by the overdrive clutch as required. The reverse planetary carrier is welded to the reaction annulus gear and splined to the input annulus gear, which can be held by the low/reverse clutch. The reverse annulus gear , input planetary carrier, and output shaft are all one piece. The reverse annulus gear is retained on the input carrier flange by a hidden snap ring and can not be disassembled.
INPUT PLANETARY GEAR SET
The input sun gear of the input planetary gear set is driven by the underdrive clutch. The number 11 thrust bearing is captive underneath the pinion gears and therefore cannot be removed.
Transmission Oil Pump - Operation
OPERATION
As the torque converter rotates, the converter hub rotates the oil pump drive gear. As the drive gear rotates both driven gears, a vacuum is created when the gear teeth come out of mesh. This suction draws fluid through the pump inlet from the oil pan. As the gear teeth come back into mesh, pressurized fluid is forced into the pump outlet and to the oil pump valves.
At low speeds, both sides of the pump supply fluid to the transmission. As the speed of the torque converter increases, the flow from both sides increases until the flow from the primary side alone is sufficient to meet system demands. At this point, the check valve located between the two pumps closes. The secondary side is shut down and the primary side supplies all the fluid to the transmission.
CONVERTER CLUTCH SWITCH VALVE
The converter clutch switch valve is used to control the direction of oil flow to the torque converter. When the converter clutch is released (CC switch valve downshifted), hydraulic pressure is supplied to the front (OFF) side of the torque converter clutch. When the converter clutch is applied (CC switch valve upshifted), regulated oil pressure is supplied to the back (ON) side of the converter clutch.
CONVERTER CLUTCH REGULATOR VALVE
The converter clutch regulator valve is used to control the hydraulic pressure supplied to the back (ON) side of the torque converter clutch.
TORQUE CONVERTER LIMIT VALVE
The torque converter limit valve serves to limit the maximum pressure supplied to the front side of the torque converter clutch.
