charonblk07
Senior Member
- Joined
- Mar 14, 2013
- Posts
- 4,056
- Reaction score
- 2,072
- Location
- Calgary, Ab
- Ram Year
- 2009
- Engine
- F1-A forged 349ci
This is my how-to for swapping any GM transmission into a 4th gen Ram 1500 that currently has a 545/65rfe.
To start off with, this swap is a bit of a handful, not the cheapest solution, and there are Mopar offerings that will hold power. Given my power level, I wanted a transmission that was more reliable than the 545/65rfe, more than 3 gears, and the ability to run as an automatic or manually shifted as well. I could have done a 727 with a gear vendor overdrive or thrown the 46rh in, but I decided to do a 4L80e built to handle 1000hp with a transmission warranty. Lots of people say that the 545/65rfe is a good transmission and that they can be built to handle big power, I was one of those people who made mine last for 3 years before my built 545 finally gave out and then again only a little while later. All this happened after I swapped in my F-1A Procharger and started making a lot more HP than what I'd been making with the D-1SC previously.
This swap has the information to run ANY transmission behind the 4th gen hemi Ram and keep the PCM happy. The 545/65rfe is a revers shifting pattern, and the GM transmissions are forward shifting pattern, so the factory shifter can't be used unless you develop a lever arm system to run it. The shifter information is specific to the TCI outlaw I went with, but any aftermarket ratchet shifter will have similar setup, follow the directions of your specific shifter. I may be installing a manual into a friend's Ram in the Spring using this method, we'll see how that goes.
There are 2 ways to physically adapt the GM transmission to the hemi: using an adapter plate or using an adapter bellhousing. I wanted a SFI bellhousing because I plan to launch this truck under boost if I ever go to the drag strip and the SFI bellhousing is a desirable safety piece for me if the converter or flexplate ever fail. Whichever adapter method you use, there are some other considerations: long tube header clearance, starter type and size, and weight.
Adapter plate (photo from Jimmy Da Greek)
Adapter Bellhousing
Specs on the 4L80e I used:
Weight: 178lb
Jake's Performance built Stage 4 4L80e for auto controller (no trans brake)
Trans was machined to accept a bolt-on bellhousing
Jake's Performance built single disk torque converter for 4L80e, 3400 stall, lockup capable.
The Stage 4 is warrantied to 1000 ft-lb if shifted below 7000rpm, which is good enough for me.
Here is the parts list for my swap:
GM 4L80e machined for a bolt-on bellhousing
4L80e torque converter
Reid BH060 SFI hemi adapter bellhousing (there are multiple adapter bellhousing makers)
Sonnax 3150 32T slip yoke (T3-3-2431HP)
Flexplate: JW Performance 93010-CH (you need the CH version that is bored for the spacer)
Flexplate spacer: JW Performance 80027
Starter: Powermaster XS 9513 (modification required with long tube headers)
Controller: USShift Quick4 controller w/ wiring harness
Shifter: TCI Outlaw GM 4-speed
Trans mount: Energy Suspension 3.1108G
Flexplate bolts: ARP 150-2902 (M10-1.0 x 30mm)
Dipstick: Lokar XTD-34L80FM - firewall mount dipstick
Torque converter bolts: ARP 230-7304
Driveshaft: custom length 2-piece
Intermediate cross member: custom built
Miscellaneous wiring and connectors.
Notes: 1) my truck is a quad cab 4wd w/ 6.6' bed, I'm converting to 2wd for this project. The length of the driveshaft will be different if you have a reg or crew cab. With the shorter 2wd trans I needed to install a 2-piece driveshaft and an intermediate bearing crossmember, this may not be required for other truck configurations.
2) I am using an electronic TCM, this can also be done with a manual valve body.
3) I did not get a transbrake but they can be installed as part of the 4L80e build.
4) All wiring to make the PCM happy does seem to be the same between the 4th gen trucks with either the 545rfe (5-speed) or the 65rfe (6-speed) as I've talked with a 2013 and a 2011 owners who have swapped in th350 and 200r respectively. They were extremely helpful in dealing with some electronic issues I was having.
5) I currently have to direct wire the reverse lights to the shifter's reverse switch rather than use the factory light circuit.
6) I am running an aftermarket transmission cooler, but you can install a set of braided hoses onto the factory transmission cooler hardlines and use the factory transmission cooler.
I am using the Quick4 controller but there are many options for automatic controllers from places like TCI, PCS, and others that will definitely work. I liked the Quick4 and went with it.
I am still working with the shifter electronics, I am trying to get the shifter to show up on the gauge cluster as being in P, R, N, D as I shift it. It doesn't need to do this, but I know it can be done and thought it would be a nice feature.
Background of the 545/65rfe transmission wiring:
The transmission uses combinations of 5 wires to determine the gear to be displayed on the cluster. These are determined by the shifter plate on the valve body and how they ground each of the 5 circuits. I mapped the pins from the valve body with the shifter plate in each gear position to generate a pin-out map shown further in the how-to.
With this info you can wire the PCM to show specific gears in the PCM, which I will get into more detail further down. I am providing the pin-outs for the 545rfe valve body, if you have a 65rfe please double check these are correct for yours.
To start off with, this swap is a bit of a handful, not the cheapest solution, and there are Mopar offerings that will hold power. Given my power level, I wanted a transmission that was more reliable than the 545/65rfe, more than 3 gears, and the ability to run as an automatic or manually shifted as well. I could have done a 727 with a gear vendor overdrive or thrown the 46rh in, but I decided to do a 4L80e built to handle 1000hp with a transmission warranty. Lots of people say that the 545/65rfe is a good transmission and that they can be built to handle big power, I was one of those people who made mine last for 3 years before my built 545 finally gave out and then again only a little while later. All this happened after I swapped in my F-1A Procharger and started making a lot more HP than what I'd been making with the D-1SC previously.
This swap has the information to run ANY transmission behind the 4th gen hemi Ram and keep the PCM happy. The 545/65rfe is a revers shifting pattern, and the GM transmissions are forward shifting pattern, so the factory shifter can't be used unless you develop a lever arm system to run it. The shifter information is specific to the TCI outlaw I went with, but any aftermarket ratchet shifter will have similar setup, follow the directions of your specific shifter. I may be installing a manual into a friend's Ram in the Spring using this method, we'll see how that goes.
There are 2 ways to physically adapt the GM transmission to the hemi: using an adapter plate or using an adapter bellhousing. I wanted a SFI bellhousing because I plan to launch this truck under boost if I ever go to the drag strip and the SFI bellhousing is a desirable safety piece for me if the converter or flexplate ever fail. Whichever adapter method you use, there are some other considerations: long tube header clearance, starter type and size, and weight.
Adapter plate (photo from Jimmy Da Greek)
Adapter Bellhousing
Specs on the 4L80e I used:
Weight: 178lb
Jake's Performance built Stage 4 4L80e for auto controller (no trans brake)
Trans was machined to accept a bolt-on bellhousing
Jake's Performance built single disk torque converter for 4L80e, 3400 stall, lockup capable.
The Stage 4 is warrantied to 1000 ft-lb if shifted below 7000rpm, which is good enough for me.
Here is the parts list for my swap:
GM 4L80e machined for a bolt-on bellhousing
4L80e torque converter
Reid BH060 SFI hemi adapter bellhousing (there are multiple adapter bellhousing makers)
Sonnax 3150 32T slip yoke (T3-3-2431HP)
Flexplate: JW Performance 93010-CH (you need the CH version that is bored for the spacer)
Flexplate spacer: JW Performance 80027
Starter: Powermaster XS 9513 (modification required with long tube headers)
Controller: USShift Quick4 controller w/ wiring harness
Shifter: TCI Outlaw GM 4-speed
Trans mount: Energy Suspension 3.1108G
Flexplate bolts: ARP 150-2902 (M10-1.0 x 30mm)
Dipstick: Lokar XTD-34L80FM - firewall mount dipstick
Torque converter bolts: ARP 230-7304
Driveshaft: custom length 2-piece
Intermediate cross member: custom built
Miscellaneous wiring and connectors.
Notes: 1) my truck is a quad cab 4wd w/ 6.6' bed, I'm converting to 2wd for this project. The length of the driveshaft will be different if you have a reg or crew cab. With the shorter 2wd trans I needed to install a 2-piece driveshaft and an intermediate bearing crossmember, this may not be required for other truck configurations.
2) I am using an electronic TCM, this can also be done with a manual valve body.
3) I did not get a transbrake but they can be installed as part of the 4L80e build.
4) All wiring to make the PCM happy does seem to be the same between the 4th gen trucks with either the 545rfe (5-speed) or the 65rfe (6-speed) as I've talked with a 2013 and a 2011 owners who have swapped in th350 and 200r respectively. They were extremely helpful in dealing with some electronic issues I was having.
5) I currently have to direct wire the reverse lights to the shifter's reverse switch rather than use the factory light circuit.
6) I am running an aftermarket transmission cooler, but you can install a set of braided hoses onto the factory transmission cooler hardlines and use the factory transmission cooler.
I am using the Quick4 controller but there are many options for automatic controllers from places like TCI, PCS, and others that will definitely work. I liked the Quick4 and went with it.
I am still working with the shifter electronics, I am trying to get the shifter to show up on the gauge cluster as being in P, R, N, D as I shift it. It doesn't need to do this, but I know it can be done and thought it would be a nice feature.
Background of the 545/65rfe transmission wiring:
The transmission uses combinations of 5 wires to determine the gear to be displayed on the cluster. These are determined by the shifter plate on the valve body and how they ground each of the 5 circuits. I mapped the pins from the valve body with the shifter plate in each gear position to generate a pin-out map shown further in the how-to.
With this info you can wire the PCM to show specific gears in the PCM, which I will get into more detail further down. I am providing the pin-outs for the 545rfe valve body, if you have a 65rfe please double check these are correct for yours.
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