Egr DODGE RAM 1500 1998 2.G Workshop Manual

(8) For columns without tilt remove the bracket to
gain access to the ignition switch mounting screws.
(Fig. 10)
(9) Disconnect the electrical connector at rear of
ignition switch (Fig. 11).
(10) Remove ignition switch mounting screw.
(11) Using a small screwdriver, push on locking
tab and remove switch from steering column.
INSTALLATION
The ignition key must be in the key cylinder for
cylinder removal. The key cylinder must be removed
first before installing ignition switch.
(1) Before installing ignition switch, rotate the slot
in the switch to the ON position.(2) Connect the electrical connector to rear of the
ignition switch. Make sure that locking tabs are fully
seated into wiring connector.
(3) Position switch to column and install the
mounting screw. Tighten screw to 3 N´m (26 in. lbs.).
(4) Install the tilt lever bracket mounting screws.
Tighten screws to 4.5 N´m (40 in. lbs.).
(5) If the column is non-tilt install the bracket.
Tighten screws to 4.5 N´m (40 in. lbs.) (Fig. 10)
(6) Position the wire retainer into the tilt lever
bracket.
(7) Reconnect the lower clockspring connectors.
(8) Install the key cylinder.
(9) Install steering column upper and lower
shrouds.
(10) Enable the airbag system. (Refer to 8 - ELEC-
TRICAL/RESTRAINTS/DRIVER AIRBAG - INSTAL-
LATION).
KEY-IN IGNITION SWITCH
DESCRIPTION
The key-in ignition switch is integral to the igni-
tion switch, which is mounted on the left side of the
steering column. It closes a path to ground for the
Central Timer Module (CTM) when the ignition key
is inserted in the ignition key cylinder and the driver
door ajar switch is closed (driver door is open). The
key-in ignition switch opens the ground path when
the key is removed from the ignition key cylinder.
The ground path is also opened when the driver door
ajar switch is open (driver door is closed).
The key-in ignition switch cannot be repaired and,
if faulty or damaged, the entire ignition switch must
be replaced, (Refer to 19 - STEERING/COLUMN/IG-
NITION SWITCH - REMOVAL).
DIAGNOSIS AND TESTING - IGNITION SWITCH
AND KEY LOCK CYLINDER
ELECTRICAL DIAGNOSIS
For ignition switch electrical schematics, refer to
Ignition Switch in the appropriate section of Electri-
cal Wiring Diagrams.
MECHANICAL DIAGNOSIS (KEY DIFFICULT TO
ROTATE)
(Refer to 19 - STEERING/COLUMN/IGNITION
SWITCH - DIAGNOSIS AND TESTING).
Fig. 10 IGNITION SWITCH WITHOUT TILT
1 - Ignition Switch Mounting Screws
2 - Non-Tilt Mounitng Bracket Screws
Fig. 11 IGNITION SWITCH
1 - Ignition Switch
2 - Ignition Switch Mounting Screws
DRCOLUMN 19 - 11
IGNITION SWITCH (Continued)

CAUTION: Do not overtighten the vise on the gear
case. This may affect the adjustment
(3) Hold the steering gear upside down over a
drain pan and rotate the input shaft back and forth
several times lock-to-lock to discharge the fluid from
the steering gear
(4) Rotate the input shaft to the left stop and then
back-off approximately 45 degrees. Using an inch-
pound torque wrench on the input shaft, record the
peak torque required to slowly and evenly rotate the
input shaft clockwise
1¤2turn (180 degrees) starting
from the 45 degree position. This peak torque read-
ing is the preload torque. The preload torque must be
within2-10in-lbs.
(5) Rotate the input shaft to its center of travel
(approximately 1.5 turns from either stop). Place the
torque wrench on the input shaft with the handle in
the vertical position. Rotate the torque wrench slowly
and evenly
1¤4turn (90 degrees) each side of center
and record the peak torque measure on or near cen-ter. This total on-center torque reading must be5-9
in-lbs higher than the previously measured preload
torque without exceeding a total of 17 in-lbs. The
value of the total on-center minus the preload torque
is defined as the meshload torque
(6) If required, adjust the on-center torque by loos-
ening the adjuster screw lock nut and turning the
adjuster screw until the total on-center and meshload
torque readings fall within the specified values. Turn
the adjuster screw clockwise to increase and counter-
clockwise to decrease the torque reading. While hold-
ing the adjuster screw in place, tighten the lock nut
to 31 N´m (23 ft. lbs.).
(7) Re-check the preload and on-center torque
readings.
(8) Install pitman arm on the steering gear (Refer
to 19 - STEERING/LINKAGE/PITMAN ARM -
INSTALLATION).
(9) Reinstall steering gear to the vehicle (Refer to
19 - STEERING/GEAR - INSTALLATION).
SPECIFICATIONS
POWER STEERING GEAR
SPECIFICATIONS
DESCRIPTION SPECIFICATION
Steering Gear
TypeRecirculating Ball
Gear Code & Ratio 12.5:1
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Preload
Torque0.23-1.13 Ð 2-10
Meshload Torque 0.56-1.02 Ð 5-9
+ Preload (17 Max)
19 - 22 GEAR - LINK/COILDR
GEAR - LINK/COIL (Continued)

TRANSMISSION AND TRANSFER CASE
TABLE OF CONTENTS
page page
MANUAL TRANSMISSION - NV3500..........1
MANUAL TRANSMISSION - NV4500..........43
MANUAL TRANSMISSION - NV5600..........88
AUTOMATIC TRANSMISSION - 48RE........130
AUTOMATIC TRANSMISSION - 45RFE/545RFE.311
TRANSFER CASE - NV241 GENII...........415TRANSFER CASE - NV271................447
TRANSFER CASE - NV243................482
TRANSFER CASE - NV244 GENII...........512
TRANSFER CASE - NV273................542
MANUAL TRANSMISSION - NV3500
TABLE OF CONTENTS
page page
MANUAL TRANSMISSION - NV3500
DESCRIPTION..........................1
OPERATION............................1
DIAGNOSIS AND TESTING................3
REMOVAL.............................3
DISASSEMBLY..........................4CLEANING............................15
INSPECTION..........................16
ASSEMBLY............................17
INSTALLATION.........................39
SPECIFICATIONS.......................40
SPECIAL TOOLS.......................40
MANUAL TRANSMISSION -
NV3500
DESCRIPTION
The transmission is a medium-duty 5-speed, con-
stant mesh fully synchronized manual transmission
with fifth gear overdrive range. The transmission is
available in two and four-wheel drive configurations.
The transmission gear case consists of two aluminum
housings (Fig. 1). The clutch housing is an integral
part of the transmission front housing.
A combination of roller and ball bearings are used
to support the transmission shafts in the two hous-
ings. The transmission gears all rotate on caged type
needle bearings. A roller bearing is used between the
input and output shaft.
The transmission has a single shaft shift mecha-
nism with three shift forks all mounted on the shaft.
The shaft is supported in the front and rear housings
by bushings and one linear ball bearing. Internal
shift components consist of the forks, shaft, shift
lever socket and detent components
OPERATION
The manual transmission receives power through the
clutch assembly from the engine. The clutch disc issplined to the transmission input shaft and is turned at
engine speed at all times that the clutch is engaged.
The input shaft is connected to the transmission coun-
tershaft through the mesh of fourth speed gear on the
input shaft and the fourth countershaft gear. At this
point, all the transmission gears are spinning.
The driver selects a particular gear by moving the
shift lever to the desired gear position. This movement
moves the internal transmission shift components to
begin the shift sequence. As the shift lever moves the
selected shift rail, the shift fork attached to that rail
begins to move. The fork is positioned in a groove in the
outer circumference of the synchronizer sleeve. As the
shift fork moves the synchronizer sleeve, the synchro-
nizer begins to speed-up or slow down the selected gear
(depending on whether we are up-shifting or down-shift-
ing). The synchronizer does this by having the synchro-
nizer hub splined to the mainshaft and moving the
blocker ring into contact with the gear's friction cone. As
the blocker ring and friction cone come together, the
gear speed is brought up or down to the speed of the
synchronizer. As the two speeds match, the splines on
the inside of the synchronizer sleeve become aligned
with the teeth on the blocker ring and the friction cone
and eventually will slide over the teeth, locking the gear
to the mainshaft, or countershaft, through the synchro-
nizer.
DRTRANSMISSION AND TRANSFER CASE 21 - 1

(16) Remove fifth-reverse synchro hub and sleeve
with shop press (Fig. 45).
(17) Remove reverse gear and needle bearing (Fig.
46).
REVERSE IDLER
(1) Remove idler gear snap rings (Fig. 47).
(2) Remove thrust washer, wave washer, thrust
plate and idler gear from shaft.
(3) Remove idler gear needle bearing from shaft.
CLEANING
Clean the gears, shafts, shift components and
transmission housings with a standard parts clean-
ing solvent. Do not use acid or corrosive base sol-
vents. Dry all parts except bearings with compressed
air.
Clean the shaft bearings with a mild solvent such
as Mopar degreasing solvent, Gunk or similar sol-
vents. Do not dry the bearings with compressed air.
Allow the bearings to either air dry or wipe them dry
with clean shop towels.
Fig. 45 FIFTH-REVERSE SYNCHRO
1 - PRESS
2 - FIFTH-REVERSE SYNCHRO HUB AND SLEEVE
3 - REVERSE GEAR
4 - OUTPUT SHAFT
Fig. 46 REVERSE GEAR & NEEDLE BEARING
1 - REVERSE GEAR AND NEEDLE BEARING
Fig. 47 Reverse Idler Components
1 - SNAP RING
2 - FLAT WASHER
3 - WAVE WASHER
4 - THRUST WASHER
5 - REVERSE IDLER GEAR6 - IDLER GEAR BEARING
7 - IDLER SHAFT
8 - THRUST WASHER
9 - SNAP RING
10 - THRUST WASHER LOCKBALLS
DRMANUAL TRANSMISSION - NV3500 21 - 15
MANUAL TRANSMISSION - NV3500 (Continued)

(28) Remove reverse clutch gear (Fig. 62).
(29) Remove first gear from bearing and mainshaft
(Fig. 63).
(30) Remove first gear bearing from mainshaft
(Fig. 64).
CLEANING
Clean the gears, shafts, shift components and
transmission housings with a standard parts clean-
ing solvent. Do not use acid or corrosive base sol-
vents. Dry all parts except bearings with compressed
air.
Clean the shaft bearings with a mild solvent such
as Mopar degreasing solvent, Gunk or similar sol-
vents. Do not dry the bearings with compressed air.
Allow the bearings to either air dry or wipe them dry
with clean shop towels.
INSPECTION
NOTE: Minor corrosion, nicks, or pitting can be
smoothed with 400 grit emery and polished out with
crocus cloth.
Inspect the reverse idler gear, bearings, shaft and
thrust washers. Replace the bearings if the rollers
are worn, chipped, cracked, flat-spotted or brinnelled.
Replace the gear if the teeth are chipped, cracked or
worn thin.
Inspect the front bearing retainer and bearing cup.
Replace the bearing cup if scored, cracked, brinnelled
or rough. Check the release bearing slide surface of
the retainer carefully. Replace the retainer if worn or
damaged in any way.
Inspect mainshaft bearing surfaces, splines, snap
ring grooves and threads. Replace the shaft if any
surfaces exhibit considerable wear or damage.
Inspect the countershaft and bearings. Replace the
shaft if any surfaces exhibit considerable wear or
damage.
Inspect shift forks for wear and distortion. Check
fit of the sleeve in the fork to be sure the two parts
fit and work smoothly. Replace the fork if the roll pin
holes are worn oversize or damaged. Do not attempt
to salvage a worn fork. Replace shift fork roll pins if
necessary or if doubt exists about their condition.
The all bearings for wear, roughness, flat spots,
pitting or other damage. Replace the bearings if nec-
essary.
Inspect the blocker rings and fiction cones. replace
either part if worn or damaged in any way. Replace if
the friction material is burned, flaking off or worn.
Inspect synchro components wear or damage.
Replace parts if worn, cracked or distorted.
Inspect all of the thrust washers and locating pins.
Replace the pins if bent or worn. Replace the wash-
ers if worn or the locating pin notches are distorted.
Inspect the case and housing/adapter sealing and
mating surfaces are free of burrs and nicks. InspcetFig. 62 Reverse Clutch Gear
1 - REVERSE CLUTCH GEAR
Fig. 63 FIRST GEAR
1 - FIRST GEAR
Fig. 64 FIRST GEAR BEARING
1 - MAINSHAFT
2 - FIRST GEAR BEARING
21 - 62 MANUAL TRANSMISSION - NV4500DR
MANUAL TRANSMISSION - NV4500 (Continued)

GOVERNOR PRESSURE SENSOR
The governor pressure sensor measures output
pressure of the governor pressure solenoid valve (Fig.
77).
GOVERNOR BODY AND TRANSFER PLATE
The transfer plate is designed to supply transmis-
sion line pressure to the governor pressure solenoid
valve and to return governor pressure.
The governor pressure solenoid valve is mounted in
the governor body. The body is bolted to the lower
side of the transfer plate (Fig. 77).
GOVERNOR PRESSURE CURVES
There are four governor pressure curves pro-
grammed into the transmission control module. The
different curves allow the control module to adjust
governor pressure for varying conditions. One curve
is used for operation when fluid temperature is at, or
below, ±1ÉC (30ÉF). A second curve is used when fluid
temperature is at, or above, 10ÉC (50ÉF) during nor-
mal city or highway driving. A third curve is used
during wide-open throttle operation. The fourth curve
is used when driving with the transfer case in low
range.
OPERATION
Compensation is required for performance varia-
tions of two of the input devices. Though the slope of
the transfer functions is tightly controlled, offset may
vary due to various environmental factors or manu-
facturing tolerances.
The pressure transducer is affected by barometric
pressure as well as temperature. Calibration of the
zero pressure offset is required to compensate for
shifting output due to these factors.
Normal calibration will be performed when sump
temperature is above 50 degrees F, or in the absenceof sump temperature data, after the first 10 minutes
of vehicle operation. Calibration of the pressure
transducer offset occurs each time the output shaft
speed falls below 200 RPM. Calibration shall be
repeated each 3 seconds the output shaft speed is
below 200 RPM. A 0.5 second pulse of 95% duty cycle
is applied to the governor pressure solenoid valve
and the transducer output is read during this pulse.
Averaging of the transducer signal is necessary to
reject electrical noise.
Under cold conditions (below 50 degrees F sump),
the governor pressure solenoid valve response may
be too slow to guarantee 0 psi during the 0.5 second
calibration pulse. Calibration pulses are continued
during this period, however the transducer output
valves are discarded. Transducer offset must be read
at key-on, under conditions which promote a stable
reading. This value is retained and becomes the off-
set during the9cold9period of operation.
GOVERNOR PRESSURE SOLENOID VALVE
The inlet side of the solenoid valve is exposed to
normal transmission line pressure. The outlet side of
the valve leads to the valve body governor circuit.
The solenoid valve regulates line pressure to pro-
duce governor pressure. The average current sup-
plied to the solenoid controls governor pressure. One
amp current produces zero kPa/psi governor pres-
sure. Zero amps sets the maximum governor pres-
sure.
The powertrain control module (PCM) turns on the
trans control relay which supplies electrical power to
the solenoid valve. Operating voltage is 12 volts
(DC). The PCM controls the ground side of the sole-
noid using the governor pressure solenoid control cir-
cuit.
GOVERNOR PRESSURE SENSOR
The sensor output signal provides the necessary
feedback to the PCM. This feedback is needed to ade-
quately control governor pressure.
GOVERNOR BODY AND TRANSFER PLATE
The transfer plate channels line pressure to the
solenoid valve through the governor body. It also
channels governor pressure from the solenoid valve
to the governor circuit. It is the solenoid valve that
develops the necessary governor pressure.
GOVERNOR PRESSURE CURVES
LOW TRANSMISSION FLUID TEMPERATURE
When the transmission fluid is cold the conven-
tional governor can delay shifts, resulting in higher
than normal shift speeds and harsh shifts. The elec-
tronically controlled low temperature governor pres-
Fig. 77 Governor Pressure Sensor
1 - GOVERNOR BODY
2 - GOVERNOR PRESSURE SENSOR/TRANSMISSION FLUID
TEMPERATURE THERMISTOR
21 - 198 AUTOMATIC TRANSMISSION - 48REDR
ELECTRONIC GOVERNOR (Continued)

IMPELLER
The impeller (Fig. 228) is an integral part of the
converter housing. The impeller consists of curved
blades placed radially along the inside of the housing
on the transmission side of the converter. As the con-
verter housing is rotated by the engine, so is the
impeller, because they are one and the same and are
the driving members of the system.
Fig. 228 Impeller
1 - ENGINE FLEXPLATE 4 - ENGINE ROTATION
2 - OIL FLOW FROM IMPELLER SECTION INTO TURBINE
SECTION5 - ENGINE ROTATION
3 - IMPELLER VANES AND COVER ARE INTEGRAL
21 - 256 AUTOMATIC TRANSMISSION - 48REDR
TORQUE CONVERTER (Continued)

STATOR
The stator assembly (Fig. 230) is mounted on a sta-
tionary shaft which is an integral part of the oil
pump. The stator is located between the impeller and
turbine within the torque converter case (Fig. 231).
The stator contains an over-running clutch, which
allows the stator to rotate only in a clockwise direc-
tion. When the stator is locked against the over-run-
ning clutch, the torque multiplication feature of the
torque converter is operational.
TORQUE CONVERTER CLUTCH (TCC)
The TCC (Fig. 232) was installed to improve the
efficiency of the torque converter that is lost to the
slippage of the fluid coupling. Although the fluid cou-
pling provides smooth, shock-free power transfer, it is
natural for all fluid couplings to slip. If the impeller
and turbine were mechanically locked together, a
zero slippage condition could be obtained. A hydraulic
piston was added to the turbine, and a friction mate-
rial was added to the inside of the front cover to pro-
vide this mechanical lock-up.
Fig. 230 Stator Components
1 - CAM (OUTER RACE)
2 - ROLLER
3 - SPRING
4 - INNER RACE
Fig. 231 Stator Location
1-STATOR
2 - IMPELLER
3 - FLUID FLOW
4 - TURBINE
Fig. 232 Torque Converter Clutch (TCC)
1 - IMPELLER FRONT COVER
2 - THRUST WASHER ASSEMBLY
3 - IMPELLER
4-STATOR
5 - TURBINE
6 - PISTON
7 - FRICTION DISC
21 - 258 AUTOMATIC TRANSMISSION - 48REDR
TORQUE CONVERTER (Continued)

OPERATION
The converter impeller (Fig. 233) (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 a direction
that would tend to slow it down.
Fig. 233 Torque Converter Fluid Operation
1 - APPLY PRESSURE 3 - RELEASE PRESSURE
2 - THE PISTON MOVES SLIGHTLY FORWARD 4 - THE PISTON MOVES SLIGHTLY REARWARD
DRAUTOMATIC TRANSMISSION - 48RE 21 - 259
TORQUE CONVERTER (Continued)

IMPELLER
The impeller (Fig. 118) is an integral part of the
converter housing. The impeller consists of curved
blades placed radially along the inside of the housing
on the transmission side of the converter. As the con-
verter housing is rotated by the engine, so is the
impeller, because they are one and the same and are
the driving members of the system.
Fig. 118 Impeller
1 - ENGINE FLEXPLATE 4 - ENGINE ROTATION
2 - OIL FLOW FROM IMPELLER SECTION INTO TURBINE
SECTION5 - ENGINE ROTATION
3 - IMPELLER VANES AND COVER ARE INTEGRAL
21 - 400 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR
TORQUE CONVERTER (Continued)