Electronic DODGE RAM 1500 1998 2.G Workshop Manual

(6) Reconnect cable end to attachment stud. Then
with aid of a helper, observe movement of transmis-
sion throttle lever and lever on throttle body.
²If both levers move simultaneously from idle to
half-throttle and back to idle position, adjustment is
correct.
²If transmission throttle lever moves ahead of, or
lags behind throttle body lever, cable adjustment will
be necessary. Or, if throttle body lever prevents
transmission lever from returning to closed position,
cable adjustment will be necessary.
ADJUSTMENT PROCEDURE
(1) Turn ignition switch to OFF position.
(2) Remove air cleaner if necessary.
(3) Disconnect cable end from attachment stud.
Carefully slide cable off stud. Do not pry or pull
cable off.
(4) Verify that transmission throttle lever is in
fully closed position. Then be sure lever on throttle
body is at curb idle position.
(5) Pry the T.V. cable lock (A) into the UP position
(Fig. 226). This will unlock the cable and allow for
readjustment.
(6) Apply just enough tension on the T.V. cable (B)
to remove any slack in the cable.Pulling too tight
will cause the T.V. lever on the transmission to
move out of its idle position, which will result
in an incorrect T.V. cable adjustment.Slide the
sheath of the T.V. cable (D) back and forth until the
centerlines of the T.V. cable end (B) and the throttle
bell crank lever (C) are aligned within one millimeter
(1mm) (Fig. 226).
(7) While holding the T.V. cable in the set position
push the T.V. cable lock (A) into the down position
(Fig. 226). This will lock the present T.V. cable
adjustment.
NOTE: Be sure that as the cable is pulled forward
and centered on the throttle lever stud, the cable
housing moves smoothly with the cable. Due to the
angle at which the cable housing enters the spring
housing, the cable housing may bind slightly and
create an incorrect adjustment.
(8) Reconnect the T.V. cable (B) to the throttle
bellcrank lever (C).
(9) Check cable adjustment. Verify transmission
throttle lever and lever on throttle body move simul-
taneously.
TORQUE CONVERTER
DESCRIPTION
The torque converter (Fig. 227) is a hydraulic
device that couples the engine crankshaft to the
transmission. The torque converter consists of an
outer shell with an internal turbine, a stator, an
overrunning clutch, an impeller and an electronically
applied converter clutch. The converter clutch pro-
vides reduced engine speed and greater fuel economy
when engaged. Clutch engagement also provides
reduced transmission fluid temperatures. The torque
converter hub drives the transmission oil (fluid)
pump.
The torque converter is a sealed, welded unit that
is not repairable and is serviced as an assembly.
CAUTION: The torque converter must be replaced if
a transmission failure resulted in large amounts of
metal or fiber contamination in the fluid. If the fluid
is contaminated, flush the all transmission fluid
cooler(s) and lines.
Fig. 227 Torque Converter Assembly
1 - TURBINE
2 - IMPELLER
3 - HUB
4-STATOR
5 - FRONT COVER
6 - CONVERTER CLUTCH DISC
7 - DRIVE PLATE
DRAUTOMATIC TRANSMISSION - 48RE 21 - 255
THROTTLE VALVE CABLE (Continued)

Indicated Gear Position Transmission
StatusColumn Shifter
Position
Mechanical State Electronic Display
(Ignition Unlocked)Electronic Display
(Ignition On)
P P P Vehicle is in PARK
with the pawl
engaged.In the PARK gate.
R The PARK pawl is
disengaged and the
vehicle is free to
roll, but REVERSE
is not engaged.Between the PARK
and REVERSE
gates.
R R R The transmission is
hydraulically in
REVERSE.In the REVERSE
gate.
N The transmission is
transitioning
between REVERSE
and NEUTRAL.Between the
REVERSE and
NEUTRAL gates.
N N N The vehicle is in
NEUTRAL.In the NEUTRAL
gate.
N The transmission is
transitioning
between NEUTRAL
and DRIVE, but is
not in DRIVE.Between the
NEUTRAL and
DRIVE gates.
D D D The transmission is
hydraulically in
DRIVE.In the DRIVE gate,
2 2 2 The transmission is
hydraulically in
Manual SECOND.In the SECOND
gate.
1 1 1 The transmission is
hydraulically in
Manual FIRST.In the FIRST gate.
DIAGNOSIS AND TESTING - TRANSMISSION
RANGE SENSOR (TRS)
NOTE: For all circuit identification in the following
steps, Refer to the appropriate Wiring Information.
(1) Raise vehicle on suitable hoist.
(2) Disconnect the vehicle's shift cable from the
manual lever.
(3) With the manual lever in the PARK position
(the PARK position is with the manual lever moved
to the full rearward position), measure the resistance
between the Park/Neutral Position Sense pin of the
TRS and the transmission case. The resistance
should be less than 5 ohms.
(4) With the manual lever in the NEUTRAL posi-
tion (the NEUTRAL position is with the manuallever moved two detents forward of the full rearward
position), measure the resistance between the Park/
Neutral Position Sense pin of the TRS and the trans-
mission case. The resistance should be less than 5
ohms.
(5) If the resistance is greater than 5 ohms in
either of the previous steps, check for a dirty contact
between the tip of the TRS rod and the valve body
manual lever. If the contact is OK, replace the TRS.
(6) With the manual lever in the REVERSE posi-
tion (the REVERSE position is with the manual lever
moved one detent forward of the full rearward posi-
tion), measure the resistance between the Fused
Ignition Switch Output and the Back-up Lamp feed
pins of the TRS. The resistance should be less than 5
ohms. If the resistance is greater than 5 ohms,
replace the TRS.
21 - 264 AUTOMATIC TRANSMISSION - 48REDR
TRANSMISSION RANGE SENSOR (Continued)

INSTALLATION........................391
OUTPUT SPEED SENSOR
DESCRIPTION........................391
OPERATION..........................391
REMOVAL............................391
INSTALLATION........................392
TOW/HAUL OVERDRIVE SWITCH
DESCRIPTION........................392
OPERATION..........................392
REMOVAL............................392
INSTALLATION........................393
PISTONS
DESCRIPTION........................393
OPERATION..........................393
PLANETARY GEARTRAIN
DESCRIPTION........................395
OPERATION..........................396
DISASSEMBLY........................396
CLEANING...........................396
INSPECTION.........................397
ASSEMBLY...........................397
SHIFT MECHANISM
DESCRIPTION........................398
OPERATION..........................398
SOLENOID SWITCH VALVE
DESCRIPTION........................398
OPERATION..........................398
SOLENOIDS
DESCRIPTION........................398OPERATION..........................399
TORQUE CONVERTER
DESCRIPTION........................399
OPERATION..........................403
REMOVAL............................404
INSTALLATION........................404
TRANSMISSION CONTROL RELAY
DESCRIPTION........................405
OPERATION..........................405
TRANSMISSION RANGE SENSOR
DESCRIPTION........................405
OPERATION..........................405
TRANSMISSION SOLENOID/TRS ASSEMBLY
DESCRIPTION........................406
OPERATION..........................406
REMOVAL............................407
INSTALLATION........................408
TRANSMISSION TEMPERATURE SENSOR
DESCRIPTION........................408
OPERATION..........................408
VALVE BODY
DESCRIPTION........................408
OPERATION..........................408
REMOVAL............................410
DISASSEMBLY........................410
CLEANING...........................412
INSPECTION.........................413
ASSEMBLY...........................414
INSTALLATION........................414
AUTOMATIC TRANSMISSION -
45RFE/545RFE
DESCRIPTION
The 45RFE/545RFE automatic transmissions is a
sophisticated, multi-range, electronically controlled
transmission which combines optimized gear ratios
for responsive performance, state of the art efficiency
features and low NVH. Other features include driver
adaptive shifting and three planetary gear sets to
provide wide ratio capability with precise ratio steps
for optimum driveability. The three planetary gear
sets also make available a unique alternate second
gear ratio. The primary 2nd gear ratio fits between
1st and 3rd gears for normal through-gear accelera-
tions. The alternate second gear ratio (2prime) allows
smoother 4-2 kickdowns at high speeds to provide
2nd gear passing performance over a wider highway
cruising range.
The hydraulic portion of the transmission consists
of the transmission fluid, fluid passages, hydraulic
valves, and various line pressure control components.The primary mechanical components of the trans-
mission consist of the following:
²Three multiple disc input clutches
²Three multiple disc holding clutches
²Five hydraulic accumulators
²Three planetary gear sets
²Dual Stage Hydraulic oil pump
²Valve body
²Solenoid pack
The TCM is the ªheartº or ªbrainº of the electronic
control system and relies on information from vari-
ous direct and indirect inputs (sensors, switches, etc.)
to determine driver demand and vehicle operating
conditions. With this information, the TCM can cal-
culate and perform timely and quality shifts through
various output or control devices (solenoid pack,
transmission control relay, etc.).
21 - 312 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR

TRANSMISSION IDENTIFICATION
Transmission identification numbers are stamped
on the left side of the case just above the oil pan
sealing surface (Fig. 1). Refer to this information
when ordering replacement parts. A label is attached
to the transmission case above the stamped numbers.
The label gives additional information which may
also be necessary for identification purposes.
GEAR RATIOS
The 45RFE gear ratios are:
1st .................................3.00:1
2nd.................................1.67:1
2nd Prime...........................1.50:1
3rd.................................1.00:1
4th .................................0.75:1
Reverse.............................3.00:1
GEAR RATIOS
The 545RFE gear ratios are:
1st .................................3.00:1
2nd.................................1.67:1
2nd Prime...........................1.50:1
3rd.................................1.00:1
4th .................................0.75:1
5th .................................0.67:1
Reverse.............................3.00:1
OPERATION
The 45RFE/545RFE 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 transmissions includes a dual-stage transmission
fluid pump with electronic output pressure control.
Under most driving conditions, pump output pres-
sure greatly exceeds that which is needed to keep the
clutches applied. The 45RFE/545RFE 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 incipi-
ent clutch slip is observed, the pressure control sole-
noid 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 45RFE/545RFE is packaged in
a one-piece die-cast aluminum case. To reduce NVH,
the case has high lateral, vertical and torsional stiff-
ness. It is also designed to maximize the benefit of
the structural dust cover that connects the bottom of
the bell housing to the engine bedplate, enhancing
overall power train stiffness. Dual filters protect the
pump and other components. A pump return filter is
added to the customary main sump filter. Indepen-
dent 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.
The hydraulic control system design (without elec-
tronic assist) provides the transmission with PARK,
REVERSE, NEUTRAL, SECOND, and THIRD gears,
based solely on driver shift lever selection. This
design allows the vehicle to be driven (in ªlimp-inº
mode) in the event of a electronic control system fail-
ure, 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 DRBtscan tool.
Fig. 1 Transmission Part And Serial Number
Location
1 - IDENTIFICATION NUMBERS (STAMPED)
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 313
AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)

DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - AUTOMATIC
TRANSMISSION
CAUTION: Before attempting any repair on a RFE
automatic transmission, check for Diagnostic Trou-
ble Codes with the DRBTscan tool.
Transmission malfunctions may be caused by these
general conditions:
²Poor engine performance
²Improper adjustments
²Hydraulic malfunctions
²Mechanical malfunctions
²Electronic malfunctions
Diagnosis of these problems should always begin
by checking the easily accessible variables: fluid level
and condition, gearshift cable adjustment. Then per-
form a road test to determine if the problem has been
corrected or if more diagnosis is necessary. If the
problem persists after the preliminary tests and cor-
rections are completed, hydraulic pressure checks
should be performed.
DIAGNOSIS AND TESTING - PRELIMINARY
Two basic procedures are required. One procedure
for vehicles that are drivable and an alternate proce-
dure for disabled vehicles (will not back up or move
forward).
VEHICLE IS DRIVABLE
(1) Check for transmission fault codes using DRBt
scan tool.
(2) Check fluid level and condition.
(3) Adjust gearshift cable if complaint was based
on delayed, erratic, or harsh shifts.
(4) Road test and note how transmission upshifts,
downshifts, and engages.
(5) Perform hydraulic pressure test if shift prob-
lems were noted during road test.(6) Perform air-pressure test to check clutch oper-
ation.
VEHICLE IS DISABLED
(1) Check fluid level and condition.
(2) Check for broken or disconnected gearshift
cable.
(3) Check for cracked, leaking cooler lines, or loose
or missing pressure-port plugs.
(4) Raise and support vehicle on safety stands,
start engine, shift transmission into gear, and note
following:
(a) If propeller shaft turns but wheels do not,
problem is with differential or axle shafts.
(b) If propeller shaft does not turn and transmis-
sion is noisy, stop engine. Remove oil pan, and
check for debris. If pan is clear, remove transmis-
sion and check for damaged driveplate, converter,
oil pump, or input shaft.
(c) If propeller shaft does not turn and transmis-
sion is not noisy, perform hydraulic-pressure test to
determine if problem is hydraulic or mechanical.
DIAGNOSIS AND TESTING - ROAD TESTING
Before road testing, be sure the fluid level and con-
trol cable adjustments have been checked and
adjusted if necessary. Verify that all diagnostic trou-
ble codes have been resolved.
Observe engine performance during the road test.
A poorly tuned engine will not allow accurate analy-
sis of transmission operation.
Operate the transmission in all gear ranges. Check
for shift variations and engine flare which indicates
slippage. Note if shifts are harsh, spongy, delayed,
early, or if part throttle downshifts are sensitive.
Slippage indicated by engine flare, usually means
clutch, overrunning clutch, or line pressure problems.
A slipping clutch can often be determined by com-
paring which internal units are applied in the vari-
ous gear ranges. The Clutch Application charts
provide a basis for analyzing road test results.
21 - 314 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR
AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)

A solenoid can also be described by the method by
which it is controlled. Some of the possibilities
include variable force, pulse-width modulated, con-
stant ON, or duty cycle. The variable force and pulse-
width modulated versions utilize similar methods to
control the current flow through the solenoid to posi-
tion the solenoid plunger at a desired position some-
where between full ON and full OFF. The constant
ON and duty cycled versions control the voltage
across the solenoid to allow either full flow or no flow
through the solenoid's valve.
OPERATION
When an electrical current is applied to the sole-
noid coil, a magnetic field is created which produces
an attraction to the plunger, causing the plunger to
move and work against the spring pressure and the
load applied by the fluid the valve is controlling. The
plunger is normally directly attached to the valve
which it is to operate. When the current is removed
from the coil, the attraction is removed and the
plunger will return to its original position due to
spring pressure.
The plunger is made of a conductive material and
accomplishes this movement by providing a path for
the magnetic field to flow. By keeping the air gap
between the plunger and the coil to the minimum
necessary to allow free movement of the plunger, the
magnetic field is maximized.
TORQUE CONVERTER
DESCRIPTION
The torque converter (Fig. 117) is a hydraulic
device that couples the engine crankshaft to the
transmission. The torque converter consists of an
outer shell with an internal turbine, a stator, anoverrunning clutch, an impeller and an electronically
applied converter clutch. The converter clutch pro-
vides reduced engine speed and greater fuel economy
when engaged. Clutch engagement also provides
reduced transmission fluid temperatures. The torque
converter hub drives the transmission oil (fluid)
pump and contains an o-ring seal to better control oil
flow.
The torque converter is a sealed, welded unit that
is not repairable and is serviced as an assembly.
CAUTION: The torque converter must be replaced if
a transmission failure resulted in large amounts of
metal or fiber contamination in the fluid.
Fig. 117 Torque Converter Assembly
1 - TURBINE ASSEMBLY
2-STATOR
3 - CONVERTER HUB
4 - O-RING
5 - IMPELLER ASSEMBLY
6 - CONVERTER CLUTCH PISTON
7 - TURBINE HUB
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 399
SOLENOIDS (Continued)

(4) Remove the front output shaft seal slinger by
bending (Fig. 85) the slinger ears away from the
transfer case.
(5) Using a suitable pry tool (Fig. 86), remove the
slinger from the output shaft using care not to dam-
age the shaft.(6) Using a screw and a slide hammer, remove the
front output shaft seal.
INSTALLATION
(1) Install the new front output shaft seal with
Installer MB991168A
(2) Install the front output shaft seal slinger with
Installer 8840. Install the slinger onto the shaft until
the tool contacts the rear of the output shaft.
(3) Install a new seal boot clamp onto the seal
boot.
(4) Install the seal boot and clamp onto the slinger
hub and tighten the clamp with Crimp Tool
C-4975-A.
(5) Install front propeller shaft (Refer to 3 - DIF-
FERENTIAL & DRIVELINE/PROPELLER SHAFT/
PROPELLER SHAFT - INSTALLATION).
POSITION SENSOR
DESCRIPTION
The transfer case position sensor is an electronic
device whose output can be interpreted to indicate
the transfer case's current operating mode. The sen-
sor consists of a five position, resistive multiplexed
circuit which returns a specific resistance value to
the Powertrain Control Module (PCM) for each trans-
fer case operating mode. The sensor is located on the
top of the transfer case, just left of the transfer case
centerline and rides against the sector plate rooster-
comb. The PCM supplies 5VDC (+/- 0.5V) to the sen-
sor and monitors the return voltage to determine the
sector plate, and therefore the transfer case, position.
OPERATION
During normal vehicle operation, the Powertrain
Control Module (PCM) monitors the transfer case
position sensor return voltage to determine the oper-
ating mode of the transfer case. Refer to the Operat-
ing Mode Versus Resistance table for the correct
resistance for each position (Fig. 87).
Fig. 85 Bend Slinger Ears
1 - SLINGER
2 - BEND UPWARD
Fig. 86 Remove Slinger From Shaft
1 - SLINGER
2-PRYTOOL
21 - 442 TRANSFER CASE - NV241 GENIIDR
FRONT OUTPUT SHAFT SEAL (Continued)

(6) Fill transfer case to bottom edge of fill plug
opening with MopartATF +4, Automatic Transmis-
sion fluid.
(7) Install and tighten fill plug to 41-54 N´m
(30-40 ft. lbs.).
(8) Lower vehicle.
FRONT OUTPUT SHAFT SEAL
REMOVAL
(1) Remove the front propeller shaft (Refer to 3 -
DIFFERENTIAL & DRIVELINE/PROPELLER
SHAFT/PROPELLER SHAFT - REMOVAL).
(2) Install two bolts 180É apart into the front out-
put shaft companion flange.
(3) Place holder over the bolts and against the
companion flange (Fig. 94).
(4) Remove and discard the front companion flange
nut.
(5) Remove the companion flange from the front
output shaft. It may be necessary to use Flange
puller 8992 to remove the companion flange.
(6) Using a screw and a slide hammer, remove the
front output shaft seal.
INSTALLATION
(1) Install the new front output shaft seal with
Installer MB991168A.
(2) Install the front companion flange onto the
front output shaft.
(3) Install two bolts 180É apart into the front out-
put shaft companion flange.(4) Place holder over the bolts and against the
companion flange (Fig. 95).
(5) Install a new front companion flange nut.
Tighten the companion flange nut to 258-312 N´m
(190-230 ft.lbs.).
(6) Install front propeller shaft (Refer to 3 - DIF-
FERENTIAL & DRIVELINE/PROPELLER SHAFT/
PROPELLER SHAFT - INSTALLATION).
POSITION SENSOR
DESCRIPTION
The transfer case position sensor is an electronic
device whose output can be interpreted to indicate
the transfer case's current operating mode. The sen-
sor consists of a five position, resistive multiplexed
circuit which returns a specific resistance value to
the Powertrain Control Module (PCM) for each trans-
fer case operating mode. The sensor is located on the
top of the transfer case, just left of the transfer case
centerline and rides against the sector plate rooster-
comb. The PCM supplies 5VDC (+/- 0.5V) to the sen-
sor and monitors the return voltage to determine the
sector plate, and therefore the transfer case, position.
OPERATION
During normal vehicle operation, the Powertrain
Control Module (PCM) monitors the transfer case
position sensor return voltage to determine the oper-
ating mode of the transfer case. Refer to the Operat-
ing Mode Versus Resistance table for the correct
resistance for each position (Fig. 96).
Fig. 94 Remove Companion Flange Nut
1 - HOLDER 6719
2 - BOLTS
Fig. 95 Install Companion Flange Nut
1 - HOLDER 6719
2 - BOLTS
DRTRANSFER CASE - NV271 21 - 477
FLUID (Continued)

TRANSFER CASE - NV243
TABLE OF CONTENTS
page page
TRANSFER CASE - NV243
DESCRIPTION........................482
OPERATION..........................483
DIAGNOSIS AND TESTING - TRANSFER
CASE - NV243.......................483
REMOVAL............................484
DISASSEMBLY........................484
CLEANING...........................493
INSPECTION.........................493
ASSEMBLY...........................496
INSTALLATION........................505
SPECIFICATIONS
TRANSFER CASE - NV243.............505
SPECIAL TOOLS
TRANSFER CASE - NV243.............506
EXTENSION HOUSING SEAL
REMOVAL............................507
INSTALLATION........................507FLUID
STANDARD PROCEDURE - FLUID DRAIN AND
REFILL............................507
FRONT OUTPUT SHAFT SEAL
REMOVAL............................507
INSTALLATION........................508
MODE SENSOR
DESCRIPTION........................509
OPERATION..........................509
SELECTOR SWITCH
DESCRIPTION........................510
OPERATION..........................510
SHIFT MOTOR
DESCRIPTION........................511
OPERATION..........................511
REMOVAL............................511
INSTALLATION........................511
TRANSFER CASE - NV243
DESCRIPTION
The NV243 is an electronically controlled part-time
transfer case with a low range gear reduction system.
The NV243 has three operating ranges plus a NEU-
TRAL position. The low range system provides a gear
reduction ratio for increased low speed torque capa-
bility.
The geartrain is mounted in two aluminum case
halves attached with bolts. The mainshaft front and
rear bearings are mounted in aluminum retainer
housings bolted to the case halves.
OPERATING RANGES
Transfer case operating ranges are:
²2WD (2-wheel drive)
²4HI (4-wheel drive)
²4LO (4-wheel drive low range)
²NEUTRAL
The 2WD range is for use on any road surface at
any time.The 4HI 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 wet or slip-
pery or covered by ice and snow.
The low range reduction gear system is operative
in 4LO range only. This range is for extra pulling
power in off road situations. Low range reduction
ratio is 2.72:1.
SHIFT MECHANISM
Operating ranges are selected with a dash
mounted shift selector switch. The shift selector
switch provides a input to the Transfer Case Control
Module (TCCM) to indicate the driver's desire to
change operating ranges. The TCCM uses this input,
along with input from the transfer case mounted
mode sensor and information from the vehicle's bus,
to determine if a shift is permitted. If the TCCM
decides the shift is permitted, the TCCM controls the
shift motor, mounted to the exterior of the transfer
case, to perform the shift.
21 - 482 TRANSFER CASE - NV243DR

IDENTIFICATION
A circular ID tag is attached to the rear case of
each transfer case (Fig. 1). The ID 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
The input gear is splined to the transmission out-
put shaft. The input gear drives the mainshaft
through the planetary assembly and range sleeve.
The front output shaft is operated by a drive chain
that connects the shaft to a drive sprocket on the
mainshaft. The drive sprocket is engaged/disengaged
by the mode fork, which operates the mode sleeve
and hub. The sleeve and hub are not equipped with a
synchronizer mechanism for shifting.
DIAGNOSIS AND TESTING - TRANSFER CASE - NV243
DIAGNOSIS CHART
Condition Possible Cause Correction
Transfer case difficult to shift or will
not shift into desired range.1) Transfer case electronically
controlled shift system malfunction.1) Verify proper operation per the
appropriate diagnostic manual.
2) If vehicle was operated for an
extended period in 4HI mode on
dry surface, driveline torque load
may cause difficulty.2) Drive the vehicle in a straight line
and momentarily release the
accelerator. The transfer case can
then be shifted to the desired mode.
3) Insufficient or incorrect lubricant. 3) Drain and refill transfer case with
the correct quantity of MoparTAT F
+4, Automatic Transmission Fluid.
4) Internal transfer case
components binding, worn, or
damaged.4) Repair or replace components as
necessary.
Transfer case noisy in all drive
modes.1) Insufficient or incorrect lubricant. 1) Drain and refill transfer case with
the correct quantity of MoparTAT F
+4, type 9602, Automatic
Transmission Fluid.
2) Internal transfer case
components binding, worn, or
damaged.2) Repair or replace components as
necessary.
Fig. 1 Fill/Drain Plug And I.D. Tag Locations
1 - I.D. TAG
2 - FILL PLUG
3 - DRAIN PLUG
DRTRANSFER CASE - NV243 21 - 483
TRANSFER CASE - NV243 (Continued)