wheel DODGE RAM 2001 Service Repair Manual

case. The switch is operated by the transfer case
range rod.
SHIFT MECHANISM
The transfer case is operated by an adjustable floor
mounted shift linkage. The transfer case shift lever
is directly attached to the shift sector. The sector
operates the range and mode forks within the trans-
fer case.
A straight line shift pattern is used with a NEU-
TRAL detent. Lever range positions are imprinted in
the shift knob.
SHIFTING
The synchronizer components allow the transfer
case to be shifted between the 2H and 4H operating
ranges while the vehicle is in motion. The vehiclemust have the transmission placed in NEUTRAL, or
the clutch depressed in the case of a manual trans-
mission, and be moving less than 2-3 MPH when
shifting into the 4L operating range.
DIAGNOSIS AND TESTING - TRANSFER CASE
Before beginning repair on a suspected transfer
case malfunction, check all other driveline compo-
nents beforehand.
The actual cause of a problem may be related to
such items as: front hubs, axles, propeller shafts,
wheels and tires, transmission, or clutch instead. If
all other driveline components are in good condition
and operating properly, refer to the Diagnosis Chart
for further information.
21 - 856 TRANSFER CASE - NV241LDBR/BE
TRANSFER CASE - NV241LD (Continued)

DIAGNOSIS CHART
Condition Possible Cause Correction
Transfer Case difficult to shift or will
not shift into desired range.1) Vehicle speed too great to permit
shifting.1) Stop vehicle and shift into desired
range. Or, reduce speed to below 3-4
km/h (2-3 mph) before attempting the
shift.
2) If vehicle was operated for an
extended period in 4H on a dry paved
surface, the driveline torque load may
be causing a bind.2) Stop vehicle and shift the
transmission into neutral. Shift the
transfer case to 2H and operate
vehicle in 2H on dry paved surfaces.
3) Transfer case external shift linkage
binding.3) Lubricate, repair, or replace linkage
bushings, or tighten loose
components as necessary.
4) Insufficient or incorrect lubricant. 4) Drain and refill to edge of fill hole
with MoparTATF +4, type 9602,
Automatic Transmission fluid.
5) Internal components binding, worn,
or damaged.5) Disassemble the transfer case and
replace worn or damaged
components as necessary.
Transfer Case noisy in all operating
ranges.1) Insufficient or incorrect lubricant. 1) Drain and refill to edge of fill hole
with MoparTATF +4, type 9602,
Automatic Transmission fluid.
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.
BR/BETRANSFER CASE - NV241LD 21 - 857
TRANSFER CASE - NV241LD (Continued)

PTO CAPABILITY
The NV241HD transfer case has power take-off
capability. A PTO gear permanently attached to the
planetary carrier, and a removable PTO cover are
provided for this purpose.
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 RANGES
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 or other loose, slippery material.
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.
A front axle disconnect system is used to achieve
two-wheel drive mode. The axle disconnect vacuum
motor is actuated by a vacuum switch on the transfer
case. The switch is operated by the transfer case
range rod.
SHIFT MECHANISM
The transfer case is operated by an adjustable floor
mounted shift linkage. The transfer case shift lever
is directly attached to the shift sector. The sector
operates the range and mode forks within the trans-
fer case.
A straight line shift pattern is used with a NEU-
TRAL detent. Lever range positions are imprinted in
the shift knob.
SHIFTING
The synchronizer components allow the transfer
case to be shifted between the 2H and 4H operating
ranges while the vehicle is in motion. The vehicle
must have the transmission placed in NEUTRAL, or
the clutch depressed in the case of a manual trans-
mission, and be moving less than 2-3 MPH when
shifting into the 4L operating range.
DIAGNOSIS AND TESTING - TRANSFER CASE
Before beginning repair on a suspected transfer
case malfunction, check all other driveline compo-
nents beforehand.
The actual cause of a problem may be related to
such items as: front hubs, axles, propeller shafts,
wheels and tires, transmission, or clutch instead. If
all other driveline components are in good condition
and operating properly, refer to the Diagnosis Chart
for further information.
Fig. 2 Transfer Case Identification Tag - Typical
1 - I.D. TAG
2 - FILL PLUG
3 - DRAIN PLUG
21 - 892 TRANSFER CASE - NV241HDBR/BE
TRANSFER CASE - NV241HD (Continued)

DIAGNOSIS CHART
Condition Possible Cause Correction
Transfer Case difficult to shift or will
not shift into desired range.1) Vehicle speed too great to permit
shifting.1) Stop vehicle and shift into desired
range. Or, reduce speed to below 3-4
km/h (2-3 mph) before attempting the
shift.
2) If vehicle was operated for an
extended period in 4H on a dry paved
surface, the driveline torque load may
be causing a bind.2) Stop vehicle and shift the
transmission into neutral. Shift the
transfer case to 2H and operate
vehicle in 2H on dry paved surfaces.
3) Transfer case external shift linkage
binding.3) Lubricate, repair, or replace linkage
bushings, or tighten loose
components as necessary.
4) Insufficient or incorrect lubricant. 4) Drain and refill to edge of fill hole
with MoparTATF +4, type 9602,
Automatic Transmission fluid.
5) Internal components binding, worn,
or damaged.5) Disassemble the transfer case and
replace worn or damaged
components as necessary.
Transfer Case noisy in all operating
ranges.1) Insufficient or incorrect lubricant. 1) Drain and refill to edge of fill hole
with MoparTATF +4, type 9602,
Automatic Transmission fluid.
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.
BR/BETRANSFER CASE - NV241HD 21 - 893
TRANSFER CASE - NV241HD (Continued)

TIRES/WHEELS
TABLE OF CONTENTS
page page
TIRES/WHEELS
DIAGNOSIS AND TESTING..................1
TIRE AND WHEEL RUNOUT...............1
STANDARD PROCEDURE...................2
TIRE ROTATION.........................2
MATCH MOUNTING......................2
TIRE AND WHEEL BALANCE...............4
TIRES
DESCRIPTION............................5
DIAGNOSIS AND TESTING..................7
PRESSURE GAUGES....................7
TREAD WEAR INDICATORS...............7
TIRE WEAR PATTERNS...................7
TIRE NOISE OR VIBRATION...............8
STANDARD PROCEDURE...................8
REPAIRING LEAKS......................8
SPECIFICATIONS.........................9SPARE TIRE
DESCRIPTION............................9
WHEELS
DESCRIPTION............................9
OPERATION.............................10
DIAGNOSIS AND TESTING.................10
WHEEL INSPECTION....................10
STANDARD PROCEDURE..................10
DUAL WHEEL INSTALLATION.............10
SPECIFICATIONS.........................11
STUDS
REMOVAL..............................12
INSTALLATION...........................12
WHEEL COVER
REMOVAL..............................12
INSTALLATION...........................12
TIRES/WHEELS
DIAGNOSIS AND TESTING - TIRE AND WHEEL
RUNOUT
Radial runout is the difference between the high
and low points on the tire or wheel (Fig. 1).
Lateral runout is thewobbleof the tire or wheel.Radial runout of more than 1.5 mm (.060 inch)
measured at the center line of the tread may cause
the vehicle to shake.
Lateral runout of more than 2.0 mm (.080 inch)
measured near the shoulder of the tire may cause the
vehicle to shake.
Sometimes radial runout can be reduced. Relocate
the wheel and tire assembly on the mounting studs
(See Method 1). If this does not reduce runout to an
acceptable level, the tire can be rotated on the wheel.
(See Method 2).
METHOD 1 (RELOCATE WHEEL ON HUB)
(1) Drive vehicle a short distance to eliminate tire
flat spotting from a parked position.
(2) Check wheel bearings and adjust if adjustable
or replace if necessary.
(3) Check the wheel mounting surface.
(4) Relocate wheel on the mounting, two studs
over from the original position.
(5) Tighten wheel nuts until all are properly
torqued, to eliminate brake distortion.
(6) Check radial runout. If still excessive, mark
tire sidewall, wheel, and stud at point of maximum
runout and proceed to Method 2.
Fig. 1 Checking Tire/Wheel/Hub Runout
1 - RADIAL RUNOUT
2 - LATERAL RUNOUT
BR/BETIRES/WHEELS 22 - 1

METHOD 2 (RELOCATE TIRE ON WHEEL)
NOTE: Rotating the tire on wheel is particularly
effective when there is runout in both tire and
wheel.
(1) Remove tire from wheel and mount wheel on
service dynamic balance machine.
(2) Check wheel radial runout (Fig. 2) and lateral
runout (Fig. 3).
²STEEL WHEELS: Radial runout 0.040 in., Lat-
eral runout 0.045 in. (maximum)
²ALUMINUM WHEELS: Radial runout 0.030 in.,
Lateral runout 0.035 in. (maximum)
(3) If point of greatest wheel lateral runout is near
original chalk mark, remount tire 180 degrees.
Recheck runout, Refer to match mounting procedure.
STANDARD PROCEDURES - TIRE ROTATION
Tires on the front and rear axles operate at differ-
ent loads and perform different steering, driving, and
braking functions. For these reasons, the tires wear
at unequal rates. They may also develop irregular
wear patterns. These effects can be reduced by rotat-
ing the tires according to the maintenance schedule
in the Owners Manual. This will improve tread life,
traction and maintain a smooth quiet ride.
The recommended method of tire rotation is (Fig.
4). Other methods can be used, but may not provide
the same tire longevity benefits.Dual wheel vehicles require a different tire rota-
tion pattern. Refer to (Fig. 5) for the proper tire rota-
tion with dual wheels.STANDARD PROCEDURES - MATCH
MOUNTING
Wheels and tires are match mounted at the factory.
This means that the high spot of the tire is matched
to the low spot on the wheel rim. Each are marked
with a bright colored temporary label on the out-
board surface for alignment. The wheel is also
marked permanently on the inside of the rim in the
tire well. This permanent mark may be a paint dot
or line, a permanent label or a stamped impression
such as an X. An optional location mark is a small
spherical indentation on the vertical face of the out-
Fig. 2 Radial Runout
1 - MOUNTING CONE
2 - SPINDLE SHAFT
3 - WING NUT
4 - PLASTIC CUP
5 - DIAL INDICATOR
6 - WHEEL
7 - DIAL INDICATOR
Fig. 3 Lateral Runout
1 - MOUNTING CONE
2 - SPINDLE SHAFT
3 - WING NUT
4 - PLASTIC CUP
5 - DIAL INDICATOR
6 - WHEEL
7 - DIAL INDICATOR
Fig. 4 Tire Rotation Pattern
22 - 2 TIRES/WHEELSBR/BE
TIRES/WHEELS (Continued)

board flange on some non styled base steel wheels.
The tire must be removed to locate the permanent
mark on the inside of the wheel.
Before dismounting a tire from its wheel, a refer-
ence mark should be placed on the tire at the valve
stem location. This reference will ensure that it is
remounted in the original position on the wheel.
(1) Remove the tire and wheel assembly from the
vehicle and mount on a service dynamic balance
machine.
(2) Measure the total runout on the center of the
tire tread rib with a dial indicator. Record the indi-
cator reading. Mark the tire to indicate the high spot.
Place a mark on the tire at the valve stem location
(Fig. 6).
(3) Break down the tire and remount it 180
degrees on the rim (Fig. 7).
(4) Measure the total indicator runout again. Mark
the tire to indicate the high spot.
(5) If runout is still excessive, the following proce-
dures must be done.
²If the high spot is within 101.6 mm (4.0 in.) of
the first spot and is still excessive, replace the tire.
²If the high spot is within 101.6 mm (4.0 in.) of
the first spot on the wheel, the wheel may be out of
specifications. Refer to Wheel and Tire Runout.
²If the high spot is NOT within 101.6 mm (4.0
in.) of either high spot, draw an arrow on the tread
from second high spot to first. Break down the tire
and remount it 90 degrees on rim in that direction
(Fig. 8). This procedure will normally reduce the
runout to an acceptable amount, if not replace the
rim.
Fig. 5 Dual Wheel Tire Rotation Pattern
1 - FRONT
Fig. 6 First Measurement On Tire
1 - REFERENCE MARK
2-1ST MEASUREMENT HIGH SPOT MARK TIRE AND RIM
3 - WHEEL
4 - VALVE STEM
Fig. 7 Remount Tire 180 Degrees
1 - VALVE STEM
2 - REFERENCE MARK
BR/BETIRES/WHEELS 22 - 3
TIRES/WHEELS (Continued)

STANDARD PROCEDURES - TIRE AND WHEEL
BALANCE
It is recommended that a two plane service
dynamic balancer be used when a tire and wheel
assembly require balancing. Refer to balancer opera-
tion instructions for proper cone mounting proce-
dures. Typically use front cone mounting method for
steel wheels. For aluminum wheel use back cone
mounting method without cone spring.
NOTE: Static should be used only when a two plane
balancer is not available.
NOTE: Cast aluminum and forged aluminum wheels
require coated balance weights and special align-
ment equipment.
Wheel balancing can be accomplished with either
on or off vehicle equipment. When using on-vehicle
balancing equipment, remove the opposite wheel/tire.
Off-vehicle balancing is recommended.
For static balancing, find the location of the heavy
spot causing the imbalance. Counter balance wheel
directly opposite the heavy spot. Determine weight
required to counter balance the area of imbalance.
Place half of this weight on theinnerrim flange and
the other half on theouterrim flange (Fig. 9).
For dynamic balancing, the balancing equipment is
designed to locate the amount of weight to be applied
to both the inner and outer rim flange (Fig. 10).
Fig. 9 Static Unbalance & Balance
1 - HEAVY SPOT
2 - CENTER LINE OF SPINDLE
3 - ADD BALANCE WEIGHTS HERE4 - CORRECTIVE WEIGHT LOCATION
5 - TIRE OR WHEEL TRAMP, OR WHEEL HOP
Fig. 8 Remount Tire 90 Degrees In Direction of
Arrow
1 - 2ND HIGH SPOT ON TIRE
2 - 1ST HIGH SPOT ON TIRE
22 - 4 TIRES/WHEELSBR/BE
TIRES/WHEELS (Continued)

TIRES
DESCRIPTION
The temporary spare tire is designed for emer-
gency use only. The original tire should be repaired
or replaced at the first opportunity, then reinstalled.
Do not exceed speeds of 50 M.P.H. when using the
temporary spare tire. Refer to Owner's Manual for
complete details.
DESCRIPTION
Tires are designed and engineered for each specific
vehicle. They provide the best overall performance
for normal operation. The ride and handling charac-
teristics match the vehicle's requirements. With
proper care they will give excellent reliability, trac-
tion, skid resistance, and tread life.
Driving habits have more effect on tire life than
any other factor. Careful drivers will obtain in most
cases, much greater mileage than severe use or care-
less drivers. A few of the driving habits which will
shorten the life of any tire are:
²Rapid acceleration
²Severe brake applications
²High speed driving
²Excessive speeds on turns
²Striking curbs and other obstacles
Radial-ply tires are more prone to irregular tread
wear. It is important to follow the tire rotation inter-val shown in the section on Tire Rotation, (Refer to
22 - TIRES/WHEELS - STANDARD PROCEDURE).
This will help to achieve a greater tread life.
TIRE IDENTIFICATION
Tire type, size, aspect ratio and speed rating are
encoded in the letters and numbers imprinted on the
side wall of the tire. Refer to the chart to decipher
the tire identification code (Fig. 11).
Performance tires have a speed rating letter after
the aspect ratio number. The speed rating is not
always printed on the tire sidewall. These ratings
are:
²Qup to 100 mph
²Rup to 106 mph
²Sup to 112 mph
²Tup to 118 mph
²Uup to 124 mph
²Hup to 130 mph
²Vup to 149 mph
²Zmore than 149 mph (consult the tire manu-
facturer for the specific speed rating)
An All Season type tire will have eitherM+S,M
&SorM±S(indicating mud and snow traction)
imprinted on the side wall.
TIRE CHAINS
Tire snow chains may be used oncertainmodels.
Refer to the Owner's Manual for more information.
Fig. 10 Dynamic Unbalance & Balance
1 - CENTER LINE OF SPINDLE
2 - ADD BALANCE WEIGHTS HERE3 - CORRECTIVE WEIGHT LOCATION
4 - HEAVY SPOT WHEEL SHIMMY AND VIBRATION
BR/BETIRES/WHEELS 22 - 5
TIRES/WHEELS (Continued)

DESCRIPTION
Radial-ply tires improve handling, tread life and
ride quality, and decrease rolling resistance.
Radial-ply tires must always be used in sets of
four. Under no circumstances should they be used on
the front only. They may be mixed with temporary
spare tires when necessary. A maximum speed of 50
MPH is recommended while a temporary spare is in
use.
Radial-ply tires have the same load-carrying capac-
ity as other types of tires of the same size. They also
use the same recommended inflation pressures.
The use of oversized tires, either in the front or
rear of the vehicle, can cause vehicle drive train fail-
ure. This could also cause inaccurate wheel speed
signals when the vehicle is equipped with Anti-Lock
Brakes.
The use of tires from different manufactures on the
same vehicle is NOT recommended. The proper tire
pressure should be maintained on all four tires.
DESCRIPTION
Where speed limits allow the vehicle to be driven
at high speeds, correct tire inflation pressure is very
important. For speeds up to and including 120 km/h
(75 mph), tires must be inflated to the pressures
shown on the tire placard. For continuous speeds inexcess of 120 km/h (75 mph), tires must be inflated
to the maximum pressure specified on the tire side-
wall.
Vehicles loaded to the maximum capacity should
not be driven at continuous speeds above 75 mph
(120 km/h).
For emergency vehicles that are driven at speeds
over 90 mph (144 km/h), special high speed tires
must be used. Consult tire manufacturer for correct
inflation pressure recommendations.
DESCRIPTION
The original equipment tires provide a proper bal-
ance of many characteristics such as:
²Ride
²Noise
²Handling
²Durability
²Tread life
²Traction
²Rolling resistance
²Speed capability
It is recommended that tires equivalent to the orig-
inal equipment tires be used when replacement is
needed.
Failure to use equivalent replacement tires may
adversely affect the safety and handling of the vehi-
cle.
The use of oversize tires may cause interference
with vehicle components. Under extremes of suspen-
sion and steering travel, interference with vehicle
components may cause tire damage.
WARNING: FAILURE TO EQUIP THE VEHICLE WITH
TIRES HAVING ADEQUATE SPEED CAPABILITY
CAN RESULT IN SUDDEN TIRE FAILURE.
DESCRIPTION
Under inflation will cause rapid shoulder wear, tire
flexing, and possible tire failure (Fig. 12) .
Over inflation will cause rapid center wear and
loss of the tire's ability to cushion shocks (Fig. 13) .
Improper inflation can cause:
²Uneven wear patterns
²Reduced tread life
²Reduced fuel economy
²Unsatisfactory ride
²Vehicle drift
For proper tire pressure specification refer to the
Tire Inflation Pressure Chart provided with the vehi-
cles Owners Manual. A Certification Label on the
drivers side door pillar provides the minimum tire
and rim size for the vehicle. The label also list the
cold inflation pressure for these tires at full load
operation
Fig. 11 Tire Identification
22 - 6 TIRES/WHEELSBR/BE
TIRES (Continued)