Identifying Chrysler RFE Solenoid Changes Through the Years

The Chrysler RFE transmission series was introduced in 1999 in the Jeep Cherokee. This was the first time a rear-wheel drive, fully electric transmission was in the Chrysler lineup. Simply put, all the shifts with the RFE are controlled and directed by solenoids being controlled and energized by a computer. Earlier RWD transmissions relied on shift valves (1-2, 2-3 and 3-4) and hydraulic governors to control the gear and shift timing. Electronically, however, the governor, TCC, 3-4 pressure and shifts were controlled by solenoids. Dodge made the big jump using technology that was created in the front-wheel drive TE, AE, and LE series transaxles/transmissions that had proven to be very successful. The first RFE was a 4-speed transmission with a torque rating of 5 called 45RFE. Over the course of time, the RFE series has undergone many updates not only in the solenoids that control the shift, but the full assembly of gear sets and drums inside of the transmission. These changes resulted in the increased torque and shift ratings that created the 545RFE, 65RFE, 66RFE and 68RFE units.

Looking at the evolution through the years, the solenoid pack has been called out by the color of the plastic connector housing the 23-pin connection. The first pack used in 1999 had a black plastic connector that was short-lived (lots of issues and not recommended for use if you run into one). In 2000, the black connector was changed to a white connector, which ran up to 2009 and was very reliable. By this date, Chrysler found that one of the six solenoids and two of the checkballs in the valve body were not needed, so the OEM eliminated them, prompting another change: the plastic connector became gray in 2010. Because of limited availability of the gray connector solenoid (it seemed always on back order), during dealer warranty issues the white connector solenoid could still be used to service ’09-later. However, the gray connector solenoid could not back-service the earlier units because it was designed for five solenoids, not six. For more information on the white and gray connector solenoid blocks, reference Sonnax tech resource 45RFE, 545RFE, 68RFE Solenoid Identification & Connector Pin Out.

Figure 1 – Connectors Over Time (Black Connector Not Shown)

In 2019, not only did the connector change to blue, the OEM reinstalled the missing solenoid (making it six in the solenoid pack again). Chrysler also added an additional external, standalone TCC solenoid that was not part of the pack and mounted to the opposite side of the valve body. This is what you’ll see used today, at least as of the writing of this article. Let’s look at this new design and add the names and values to the updates (Figures 2–5).

Figure 2 – ’19-Later Pin Locations & Identification

Figure 3 – ’19-Later Solenoid Locations & Identification

Note: Up to 2008, the solenoid in the top-right location was called the overdrive solenoid, which was eliminated in the gray connector solenoid pack in 2009. At this time, the multi-select solenoid took responsibility of the overdrive solenoid. The solenoid reinstalled here by the OEM in 2019 functions as a reverse solenoid.

Figure 4 – TCC Solenoid

Figure 5 – Filter Screens

Note: Even though both will fit on either solenoid pack, these two filter screens are not interchangeable based on the year ranges.

For more identification help, reference Sonnax tech resource Chrysler 68RFE ’19-Later Changes & Identification.

Randall Schroeder is a Sonnax technical sales and training specialist. He is a member of the Sonnax TASC Force (Technical Automotive Specialties Committee), a group of recognized industry technical specialists, transmission rebuilders and Sonnax Transmission Company technicians.