Over drive DODGE RAM 1500 1998 2.G Workshop Manual

TURBINE
The turbine (Fig. 119) is the output, or driven,
member of the converter. The turbine is mounted
within the housing opposite the impeller, but is not
attached to the housing. The input shaft is inserted
through the center of the impeller and splined into
the turbine. The design of the turbine is similar to
the impeller, except the blades of the turbine are
curved in the opposite direction.
Fig. 119 Turbine
1 - TURBINE VANE 4 - PORTION OF TORQUE CONVERTER COVER
2 - ENGINE ROTATION 5 - ENGINE ROTATION
3 - INPUT SHAFT 6 - OIL FLOW WITHIN TURBINE SECTION
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 401
TORQUE CONVERTER (Continued)

OPERATION
The converter impeller (Fig. 123) (driving member),
which is integral to the converter housing and bolted
to the engine drive plate, rotates at engine speed.
The converter turbine (driven member), which reacts
from fluid pressure generated by the impeller, rotates
and turns the transmission input shaft.
TURBINE
As the fluid that was put into motion by the impel-
ler blades strikes the blades of the turbine, some of
the energy and rotational force is transferred into the
turbine and the input shaft. This causes both of them
(turbine and input shaft) to rotate in a clockwise
direction following the impeller. As the fluid is leav-
ing the trailing edges of the turbine's blades it con-
tinues in a ªhinderingº direction back toward the
impeller. If the fluid is not redirected before it strikes
the impeller, it will strike the impeller in such a
direction that it would tend to slow it down.
STATOR
Torque multiplication is achieved by locking the
stator's over-running clutch to its shaft (Fig. 124).
Under stall conditions (the turbine is stationary), the
oil leaving the turbine blades strikes the face of the
stator blades and tries to rotate them in a counter-
clockwise direction. When this happens the over-run-ning clutch of the stator locks and holds the stator
from rotating. With the stator locked, the oil strikes
the stator blades and is redirected into a ªhelpingº
direction before it enters the impeller. This circula-
tion of oil from impeller to turbine, turbine to stator,
and stator to impeller, can produce a maximum
torque multiplication of about 2.4:1. As the turbine
begins to match the speed of the impeller, the fluid
that was hitting the stator in such as way as to
cause it to lock-up is no longer doing so. In this con-
dition of operation, the stator begins to free wheel
and the converter acts as a fluid coupling.
TORQUE CONVERTER CLUTCH (TCC)
In a standard torque converter, the impeller and
turbine are rotating at about the same speed and the
stator is freewheeling, providing no torque multipli-
cation. By applying the turbine's piston and friction
material to the front cover, a total converter engage-
ment can be obtained. The result of this engagement
is a direct 1:1 mechanical link between the engine
and the transmission.
The clutch can be engaged in second, third, fourth,
and fifth (if appicable) gear ranges depending on
overdrive control switch position. If the overdrive
control switch is in the normal ON position, the
clutch will engage after the shift to fourth gear. If the
Fig. 123 Torque Converter Fluid Operation - Typical
1 - APPLY PRESSURE 3 - RELEASE PRESSURE
2 - THE PISTON MOVES SLIGHTLY FORWARD 4 - THE PISTON MOVES SLIGHTLY REARWARD
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 403
TORQUE CONVERTER (Continued)

control switch is in the OFF position, the clutch will
engage after the shift to third gear.
The TCM controls the torque converter by way of
internal logic software. The programming of the soft-
ware provides the TCM with control over the L/R-CC
Solenoid. There are four output logic states that can
be applied as follows:
²No EMCC
²Partial EMCC
²Full EMCC
²Gradual-to-no EMCC
NO EMCC
Under No EMCC conditions, the L/R Solenoid is
OFF. There are several conditions that can result in
NO EMCC operations. No EMCC can be initiated
due to a fault in the transmission or because the
TCM does not see the need for EMCC under current
driving conditions.
PARTIAL EMCC
Partial EMCC operation modulates the L/R Sole-
noid (duty cycle) to obtain partial torque converter
clutch application. Partial EMCC operation is main-
tained until Full EMCC is called for and actuated.
During Partial EMCC some slip does occur. Partial
EMCC will usually occur at low speeds, low load and
light throttle situations.
FULL EMCC
During Full EMCC operation, the TCM increases
the L/R Solenoid duty cycle to full ON after Partial
EMCC control brings the engine speed within thedesired slip range of transmission input speed rela-
tive to engine rpm.
GRADUAL-TO-NO EMCC
This operation is to soften the change from Full or
Partial EMCC to No EMCC. This is done at mid-
throttle by decreasing the L/R Solenoid duty cycle.
REMOVAL
(1) Remove transmission and torque converter
from vehicle.
(2) Place a suitable drain pan under the converter
housing end of the transmission.
CAUTION: Verify that transmission is secure on the
lifting device or work surface, the center of gravity
of the transmission will shift when the torque con-
verter is removed creating an unstable condition.
The torque converter is a heavy unit. Use caution
when separating the torque converter from the
transmission.
(3) Pull the torque converter forward until the cen-
ter hub clears the oil pump seal.
(4) Separate the torque converter from the trans-
mission.
INSTALLATION
Check converter hub and drive flats for sharp
edges, burrs, scratches, or nicks. Polish the hub and
flats with 320/400 grit paper or crocus cloth if neces-
sary. Verify that the converter hub o-ring is properly
installed and is free from debris. The hub must be
smooth to avoid damaging the pump seal at installa-
tion.
(1) Lubricate oil pump seal lip with transmission
fluid.
(2) Place torque converter in position on transmis-
sion.
CAUTION: Do not damage oil pump seal or con-
verter hub o-ring while inserting torque converter
into the front of the transmission.
(3) Align torque converter to oil pump seal open-
ing.
(4) Insert torque converter hub into oil pump.
(5) While pushing torque converter inward, rotate
converter until converter is fully seated in the oil
pump gears.
(6) Check converter seating with a scale and
straightedge (Fig. 125). Surface of converter lugs
should be at least 13 mm (1/2 in.) to rear of straight-
edge when converter is fully seated.
(7) If necessary, temporarily secure converter with
C-clamp attached to the converter housing.
(8) Install the transmission in the vehicle.
Fig. 124 Stator Operation
1 - DIRECTION STATOR WILL FREE WHEEL DUE TO OIL
PUSHING ON BACKSIDE OF VANES
2 - FRONT OF ENGINE
3 - INCREASED ANGLE AS OIL STRIKES VANES
4 - DIRECTION STATOR IS LOCKED UP DUE TO OIL PUSHING
AGAINST STATOR VANES
21 - 404 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR
TORQUE CONVERTER (Continued)

Fig. 129 Valve Body Components
1 - LOW/REVERSE ACCUMULATOR 6 - OVERDRIVE ACCUMULATOR
2 - LOW/REVERSE SWITCH VALVE 7 - UNDERDRIVE ACCUMULATOR
3 - UPPER VALVE BODY 8 - 4C ACCUMULATOR
4 - MANUAL VALVE 9 - 2C ACCUMULATOR
5 - SOLENOID SWITCH VALVE
Fig. 130 Check Ball Locations
Fig. 131 TRS Selector Plate and Detent Spring
1 - TRS SELECTOR PLATE
2 - DETENT SPRING
3 - CLUTCH PASSAGE SEALS
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 409
VALVE BODY (Continued)

(3) Remove the screw holding the detent spring
(Fig. 135) onto the valve body.
(4) Remove the detent spring from the valve body.
(5) Remove the TRS selector plate from the valve
body and the manual valve.
(6) Remove the clutch passage seals from the valve
body, if necessary.
(7) Remove the screws holding the accumulator
cover onto the valve body (Fig. 136).
(8) Remove the accumulator springs and pistons
from the valve body. Note which accumulator piston
and spring belong in each location.
(9) Place the valve body on the bench with the
transfer plate upward.
NOTE: The valve body contains seven check balls.
The transfer plate must be placed upward to pre-
vent losing the check balls when the transfer plate
is removed from the valve body.
(10) Remove the screws holding the valve body to
the valve body transfer plate.
Fig. 135 Valve Body External Components
1 - TRS SELECTOR PLATE
2 - DETENT SPRING
3 - CLUTCH PASSAGE SEALS
Fig. 136 Valve Body Components
1 - LOW/REVERSE ACCUMULATOR 6 - OVERDRIVE ACCUMULATOR
2 - LOW/REVERSE SWITCH VALVE 7 - UNDERDRIVE ACCUMULATOR
3 - UPPER VALVE BODY 8 - 4C ACCUMULATOR
4 - MANUAL VALVE 9 - 2C ACCUMULATOR
5 - SOLENOID SWITCH VALVE
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 411
VALVE BODY (Continued)

(11) Remove the transfer plate from the valve
body. Note the location of all check balls (Fig. 137).
(12) Remove the check balls from the valve body.
(13) Remove the retainers securing the solenoid
switch valve, manual valve, and the low/reverse
switch valve into the valve body and remove the
associated valve and spring. Tag each valve and
spring combination with location information to aid
in assembly. (Fig. 138)
CLEANING
Clean the valve housings, valves, plugs, springs,
and separator plates with a standard parts cleaning
solution only. Do not use gasoline, kerosene, or any
type of caustic solution. (Fig. 139)
Do not immerse any of the electrical components in
cleaning solution. Clean the electrical components by
wiping them off with dry shop towels only.
Dry all except the electrical parts with compressed
air. Make sure all passages are clean and free from
obstructions.Do not use rags or shop towels to
dry or wipe off valve body components. Lint
from these materials can stick to valve body
parts, interfere with valve operation, and clog
filters and fluid passages.
Fig. 137 Check Ball Locations
Fig. 138 Valve Body Components
1 - SOLENOID SWITCH VALVE
2 - MANUAL VALVE
3 - LOW REVERSE SWITCH VALVE
4 - LOW REVERSE ACCUMULATOR
5 - 2ND CLUTCH ACCUMULATOR
6 - UNDERDRIVE ACCUMULATOR
7 - OVERDRIVE ACCUMULATOR
8 - 4TH CLUTCH ACCUMULATOR
9 - CHECK BALLS (7)
21 - 412 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR
VALVE BODY (Continued)

INSPECTION
Inspect all of the valve body mating surfaces for
scratches, nicks, burrs, or distortion. Use a straight-
edge to check surface flatness. Minor scratches may
be removed with crocus cloth using only very light
pressure.
Minor distortion of a valve body mating surface
may be corrected by smoothing the surface with a
sheet of crocus cloth. Position the crocus cloth on a
surface plate, sheet of plate glass or equally flat sur-
face. If distortion is severe or any surfaces are
heavily scored, the valve body will have to be
replaced.
Inspect the valves and plugs (Fig. 140) for
scratches, burrs, nicks, or scores. Minor surface
scratches on steel valves and plugs can be removed
with crocus cloth butdo not round off the edges
of the valve or plug lands.Maintaining sharpness
of these edges is vitally important. The edges prevent
foreign matter from lodging between the valves and
plugs and the bore.Inspect all the valve and plug bores in the valve
body. Use a penlight to view the bore interiors.
Replace the valve body if any bores are distorted or
scored. Inspect all of the valve body springs. The
springs must be free of distortion, warpage or broken
coils.
Trial fit each valve and plug in its bore to check
freedom of operation. When clean and dry, the valves
and plugs should drop freely into the bores.
Valve body bores do not change dimensionally with
use. If the valve body functioned correctly when new,
it will continue to operate properly after cleaning and
inspection. It should not be necessary to replace a
valve body assembly unless it is damaged in han-
dling.
Inspect all the accumulator bores in the valve body.
Use a penlight to view the bore interiors. Replace the
valve body if any bores are distorted or scored.
Inspect all of the accumulator springs. The springs
must be free of distortion, warpage or broken coils.
Fig. 139 Valve Body Components
1 - SOLENOID SWITCH VALVE
2 - MANUAL VALVE
3 - LOW REVERSE SWITCH VALVE
4 - LOW REVERSE ACCUMULATOR
5 - 2ND CLUTCH ACCUMULATOR
6 - UNDERDRIVE ACCUMULATOR
7 - OVERDRIVE ACCUMULATOR
8 - 4TH CLUTCH ACCUMULATOR
9 - CHECK BALLS (7)
Fig. 140 Valve Body Components
1 - SOLENOID SWITCH VALVE
2 - MANUAL VALVE
3 - LOW REVERSE SWITCH VALVE
4 - LOW REVERSE ACCUMULATOR
5 - 2ND CLUTCH ACCUMULATOR
6 - UNDERDRIVE ACCUMULATOR
7 - OVERDRIVE ACCUMULATOR
8 - 4TH CLUTCH ACCUMULATOR
9 - CHECK BALLS (7)
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 413
VALVE BODY (Continued)

Inspect all the fluid seals on the valve body (Fig.
141). Replace any seals that are cracked, distorted, or
damaged in any way. These seals pass fluid pressure
directly to the clutches. Any pressure leak at these
points, may cause transmission performance prob-
lems.
ASSEMBLY
(1) Lubricate valves, springs, and the housing
valve bores with clean transmission fluid.
(2) Install solenoid switch valve, manual valve,
and the low/reverse switch valve into the valve body.
(3) Install the retainers to hold each valve into the
valve body.
(4) Install the valve body check balls into their
proper locations.
(5) Position the transfer plate onto the valve body.
(6) Install the screws to hold the transfer plate to
the valve body. Tighten the screws to 5.6 N´m (50 in.
lbs.).
(7) Install the accumulator pistons and springs
into the valve body in the location from which they
were removed. Note that all accumulators except the
overdrive have two springs. The overdrive accumula-
tor piston has only one spring.
(8) Position the accumulator cover onto the valve
body.(9) Install the screws to hold the accumulator
cover onto the valve body. Tighten the screws to 8
N´m (70 in. lbs.).
(10) Install the TRS selector plate onto the valve
body and the manual valve.
(11) Install the solenoid and pressure switch
assembly onto the valve body.
(12) Install the screws to hold the solenoid and
pressure switch assembly onto the valve body.
Tighten the screws to 5.7 N´m (50 in. lbs.). Tighten
the screws adjacent to the arrows cast into the bot-
tom of the transfer plate first.
(13) Position the detent spring onto the valve body.
(14) Install the screw to hold the detent spring
onto the valve body. Tighten the screw to 4.5 N´m (40
in. lbs.).
(15) Install new clutch passage seals onto the
valve body, if necessary
INSTALLATION
(1) Check condition of seals on valve body and the
solenoid and pressure switch assembly. Replace seals
if cut or worn.
(2) Place TRS selector plate in the PARK position.
(3) Place the transmission in the PARK position.
(4) Lubricate seal on the solenoid and pressure
switch assembly connector with petroleum jelly.
(5) Position valve body in transmission and align
the manual lever on the valve body to the pin on the
transmission manual shift lever.
(6) Seat valve body in case and install one or two
bolts to hold valve body in place.
(7) Tighten valve body bolts alternately and evenly
to 12 N´m (105 in. lbs.) torque.
(8) Install a new primary oil filter seal in the oil
pump inlet bore. Seat the seal in the bore with the
butt end of a hammer, or other suitable tool.
CAUTION: The primary oil filter seal MUST be fully
installed flush against the oil pump body. DO NOT
install the seal onto the filter neck and attempt to
install the filter and seal as an assembly. Damage to
the transmission will result.
(9) Place replacement filter in position on valve
body and into the oil pump.
(10) Install screw to hold filter to valve body.
Tighten screw to 4.5 N´m (40 in. lbs.) torque.
(11) Connect the solenoid and pressure switch
assembly connector.
(12) Install oil pan. Tighten pan bolts to 12 N´m
(105 in. lbs.) torque.
(13) Lower vehicle and fill transmission with
MopartATF +4.
(14) Check and adjust gearshift cable, if necessary.
Fig. 141 Valve Body Seals
1 - UNDERDRIVE ACCUMULATOR (2 SPRINGS)
2 - 4TH CLUTCH ACCUMULATOR (2 SPRINGS)
3 - 2ND CLUTCH ACCUMULATOR (2 SPRINGS)
4 - LOW REVERSE ACCUMULATOR (2 SPRINGS)
5 - LOW/REVERSE PASSAGE SEAL
6 - 2ND CLUTCH PASSAGE SEAL
7 - 4TH CLUTCH PASSAGE SEAL
8 - OVERDRIVE ACCUMULATOR (1 SPRING)
21 - 414 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR
VALVE BODY (Continued)

TRANSFER CASE - NV241 GENII
TABLE OF CONTENTS
page page
TRANSFER CASE - NV241 GENII
DESCRIPTION........................415
OPERATION..........................415
DIAGNOSIS AND TESTING - TRANSFER
CASE - NV241 GENII..................416
REMOVAL............................417
DISASSEMBLY........................417
CLEANING...........................426
INSPECTION.........................426
ASSEMBLY...........................428
INSTALLATION........................438
SPECIFICATIONS
TRANSFER CASE - NV241 GENII........438
SPECIAL TOOLS
TRANSFER CASE - NV241/NV243........439
EXTENSION HOUSING BUSHING AND SEAL
REMOVAL............................440INSTALLATION........................440
FLUID
STANDARD PROCEDURE - FLUID DRAIN AND
REFILL............................441
FRONT OUTPUT SHAFT SEAL
REMOVAL............................441
INSTALLATION........................442
POSITION SENSOR
DESCRIPTION........................442
OPERATION..........................442
REMOVAL............................443
INSTALLATION........................443
SHIFT LEVER
REMOVAL............................444
INSTALLATION........................445
ADJUSTMENTS
ADJUSTMENT - SHIFT LEVER..........446
TRANSFER CASE - NV241
GENII
DESCRIPTION
The NV241 GENII transfer case is a part-time
transfer case with a low-range gear system. It pro-
vides three operating ranges plus a NEUTRAL posi-
tion. The low range position provides a gear
reduction ratio of 2.72:1 for increased low speed
torque capability.
The gear cases and extension are all of aluminum
(Fig. 1). Drive sprockets and an interconnecting drive
chain are used to transmit engine torque to the front/
rear propeller shafts. The mainshaft, input gear and
front output shaft are supported by ball and needle
bearings.
IDENTIFICATION
An identification tag (Fig. 2) is attached to the rear
case of every transfer case. The tag provides the
transfer case model number, assembly number, serial
number, and low range ratio.
The transfer case serial number also represents
the date of build.
OPERATION
OPERATING RANGE
Transfer case operating ranges are:
²2H (2-wheel drive)²4H (4-wheel drive)
²4LO (4-wheel drive low range)
The 2H range is for use on any road surface at any
time.
The 4H and 4LO ranges are for off road use only.
They are not for use on hard surface roads. The only
exception being when the road surface is covered by
ice and snow.
The low range reduction gear system is operative
in 4LO range only. This range is for extra pulling
Fig. 1 Transfer Case - Front View
1 - TRANSFER CASE
2 - MANUAL LEVER
3 - POSITION SENSOR
DRTRANSFER CASE - NV241 GENII 21 - 415

Condition Possible Cause Correction
Noisy in, or jumps out of, four wheel
drive low range.1) Transfer case not completely
engaged in 4L position.1) With the transmission in
NEUTRAL, or the clutch depressed
in the case of a manual
transmission and the vehicle moving
under 3-4 km/h (2-3 mph), shift the
transfer case to NEUTRAL and then
shift into the 4L position.
2) Shift linkage out of adjustment. 2) Adjust linkage.
3) Shift linkage loose or binding. 3) Tighten, lubricate, or repair
linkage as necessary.
4) Range fork damaged, inserts
worn, or fork is binding on the shift
rail.4) Disassemble unit and repair as
necessary.
5) Low range gear worn or
damaged.5) Disassemble unit and repair as
necessary.
Lubricant leaking from output shaft
seal or vent.1) Transfer case overfilled. 1) Drain lubricant to the correct
level.
2) Vent closed or restricted. 2) Clear or replace vent as
necessary.
3) Output shaft seals damaged or
installed incorrectly.3) Replace seal as necessary.
Check to ensure that another
component, the propeller shaft slip
yoke for example, is not causing
damage to seal.
Abnormal tire wear. 1) Extended operation on hard, dry
surfaces in the 4H position.1) Operate vehicle in the 2H
position on hard, dry surfaces.
REMOVAL
(1) Raise and support vehicle.
(2) Remove skid plate, if equipped. (Refer to 13 -
FRAMES & BUMPERS/FRAME/TRANSFER CASE
SKID PLATE - REMOVAL)
(3) Position drain oil container under transfer
case.
(4) Remove transfer case drain plug and drain
lubricant into container.
(5) Disconnect vent hose and transfer case position
sensor connector.
(6) Disconnect shift rod from grommet in transfer
case shift lever, or from floor shift arm whichever
provides easy access. Use channel lock style pliers to
press rod out of lever grommet.
(7) Support transmission with jack stand.
(8) Mark front and rear propeller shafts for assem-
bly reference.(9) Remove front and rear propeller shafts. (Refer
to 3 - DIFFERENTIAL & DRIVELINE/PROPELLER
SHAFT/PROPELLER SHAFT - REMOVAL)
(10) Support transfer case with suitable jack.
Secure transfer case to jack with safety chains.
(11) Remove nuts attaching transfer case to trans-
mission.
(12) Move transfer case assembly rearward until
free of transmission output shaft.
(13) Lower jack and move transfer case from
under vehicle.
DISASSEMBLY
Position transfer case in a shallow drain pan.
Remove drain plug and drain any remaining lubri-
cant remaining in case.
DRTRANSFER CASE - NV241 GENII 21 - 417
TRANSFER CASE - NV241 GENII (Continued)