service DODGE RAM 2002 Service Repair Manual

CAUTION: Many of the valves and plugs, such as
the throttle valve, shuttle valve plug, 1-2 shift valve
and 1-2 governor plug, are made of coated alumi-
num. Aluminum components are identified by the
dark color of the special coating applied to the sur-
face (or by testing with a magnet). Do not sand alu-
minum valves or plugs under any circumstances.
This practice could damage the special coating
causing the valves/plugs to stick and bind.
Inspect the valves and plugs 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.
Check the two separator plates for distortion or
damage of any kind. Inspect the upper housing,
lower housing, 3-4 accumulator housing, and transfer
plate carefully. Be sure all fluid passages are clean
and clear. Check condition of the upper housing andtransfer plate check balls as well. The check balls
and ball seats must not be worn or damaged.
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.
The only serviceable valve body components are
listed below. The remaining valve body components
are serviced only as part of a complete valve body
assembly. Serviceable parts are:
²dual solenoid and harness assembly
²solenoid gasket
²solenoid case connector O-rings and shoulder
bolt
²switch valve and spring
²pressure adjusting screw and bracket assembly
²throttle lever
²manual lever and shaft seal
²throttle lever shaft seal, washer, and E-clip
²fluid filter and screws
²detent ball and spring
²valve body screws
²governor pressure solenoid
²governor pressure sensor and retaining clip
²park lock rod and E-clip
ASSEMBLY
CAUTION: Do not force valves or plugs into place
during reassembly. If the valve body bores, valves
and plugs are free of distortion or burrs, the valve
body components should all slide into place easily.
In addition, do not overtighten the transfer plate
and valve body screws during reassembly. Over-
tightening can distort the housings resulting in
valve sticking, cross leakage and unsatisfactory
operation. Tighten valve body screws to recom-
mended torque only.
LOWER HOUSING
(1) Lubricate valves, springs, and the housing
valve and plug bores with clean transmission fluid
(Fig. 301).
(2) Install 3-4 timing valve spring and valve in
lower housing.
(3) Install 3-4 quick fill valve in lower housing.
(4) Install 3-4 quick fill valve spring and plug in
housing.
(5) Install timing valve end plate. Tighten end
plate screws to 4 N´m (35 in. lbs.) torque.
Fig. 294 3-4 Accumulator and Housing
1 - ACCUMULATOR PISTON
2 - 3-4 ACCUMULATOR HOUSING
3 - TEFLON SEALS
4 - PISTON SPRING
5 - COVER PLATE AND SCREWS
21 - 420 AUTOMATIC TRANSMISSION - 47REBR/BE
VALVE BODY (Continued)

SHIFT FORKS/HUBS/SLEEVES
Check condition of the shift forks and mode fork
shift rail (Fig. 43). Minor nicks on the shift rail can
be smoothed with 320-400 grit emery cloth.
Inspect the shift fork wear pads (Fig. 44). The
mode fork pads are serviceable and can be replaced if
necessary. The range fork pads are not serviceable.
The fork must be replaced as an assembly if the pads
are worn or damaged.
Check both of the sleeves for wear or damage,
especially on the interior teeth. Replace the sleeves if
wear or damage is evident.
REAR RETAINER COMPONENTS
Inspect the retainer components. Replace the bear-
ing if rough or noisy. Check the retainer for cracks or
wear in the bearing bore.
Inspect the retaining rings and washers. Replace
any part if distorted, bent, or broken. Reuse is not
recommended.
Inspect rear extension bushing. Replace if worn or
scored.
DRIVE CHAIN
Examine the drive chain and shaft bearings.
replace the chain if stretched, distorted, or if any of
the links bind. Replace the bearings if rough, or
noisy.
LOW RANGE ANNULUS GEAR
Inspect annulus gear condition carefully. The gear
is only serviced as part of the front case. If the gear
is damaged, it will be necessary to replace the gear
and front case as an assembly. Do not attempt to
remove the gear (Fig. 45)
FRONT-REAR CASES AND FRONT RETAINER
Inspect the cases and retainer for wear and dam-
age. Replace the input retainer seal, do not reuse it.
Check case condition. If leaks were a problem, look
for gouges and severe scoring of case sealing sur-
faces. Also make sure the front case mounting studs
are in good condition.
Check the front case mounting studs and vent
tube. The tube can be secured with LoctiteŸ 271 or
680 if loose. The stud threads can be cleaned up with
a die if necessary. Also check condition of the fill/
drain plug threads in the rear case. The threads can
be repaired with a thread chaser or tap if necessary.
Fig. 43 Shift Forks
1 - RANGE FORK
2 - MODE FORK AND RAIL
3 - MODE SPRING
Fig. 44 Shift Fork And Wear Pad Locations
1 - RANGE FORK
2 - MODE FORK
3 - WEAR PADS (SERVICEABLE)
4 - WEAR PADS (NON-SERVICEABLE)
Fig. 45 Low Range Annulus Gear
1 - FRONT CASE
2 - LOW RANGE ANNULUS GEAR
21 - 444 TRANSFER CASE - NV241LDBR/BE
TRANSFER CASE - NV241LD (Continued)

Or the threads can be repaired with HelicoilŸ stain-
less steel inserts if required.
OIL PUMP/OIL PICKUP
Examine the oil pump pickup parts. Replace the
pump if any part appears to be worn or damaged. Do
not disassemble the pump as individual parts are not
available. The pump is only available as a complete
assembly. The pickup screen, hose, and tube are the
only serviceable parts and are available separately.
ASSEMBLY
BEARINGS AND SEALS
(1) Using Remover C-4210 and Handle C-4171,
drive input shaft bearing from case from inside annu-
lus gear opening (Fig. 46).
(2) Install locating ring on new bearing.
(3) Position case so that the forward end is facing
upward.
(4) Using Remover C-4210 and Handle C-4171,
drive input shaft bearing into case. The bearing
locating ring must be fully seated on case (Fig. 47).
(5) Using Installer 6953, remove front output shaft
bearing.
(6) Start front output shaft bearing in case (Fig.
48). Then seat bearing with Handle C-4171 and
Installer 6953.
(7) Install front output shaft bearing retaining
ring.
(8) Install new front output seal in front case with
Installer Tool 6888 and Tool Handle C-4171 as fol-
lows:
(a) Place new seal on tool.Garter spring on
seal goes toward interior of case.(b) Start seal in bore with light taps from ham-
mer (Fig. 49). Once seal is started, continue tap-
ping seal into bore until installer tool bottoms
against case.
Fig. 46 Input Shaft Bearing Removal
1 - SPECIAL TOOL C-4171
2 - SPECIAL TOOL C-4210
Fig. 47 Seating Input Shaft Bearing
1 - SNAP-RING
2 - INPUT SHAFT BEARING
Fig. 48 Front Output Shaft Bearing Installation
1 - HANDLE C-4171
2 - REMOVER/INSTALLER 6953
BR/BETRANSFER CASE - NV241LD 21 - 445
TRANSFER CASE - NV241LD (Continued)

(4) Tap input gear out of bearing with plastic mal-
let (Fig. 31).
(5) Remove input gear and planetary/PTO gear as
assembly (Fig. 32).
INPUT AND PLANETARY GEAR
The only removable parts in the planetary assem-
bly are the snap-rings, needle bearing, thrust wash-
ers, lock ring, input gear, and support sleeve.The
planetary carrier, PTO gear, planetary pinions,and remaining planetary components are fixed
parts and are serviced as an assembly.
(1) Position planetary assembly so PTO gear is on
bench (Fig. 33).
(2) Remove retaining ring that secures input gear
and lock ring in planetary assembly.
(3) Remove lock ring and front thrust washer from
carrier (Fig. 34). Note that lock ring and thrust
washer are both tabbed.
(4) Remove input gear from planetary carrier (Fig.
35). Lift gear straight up and out of carrier.
(5) Remove support sleeve from carrier (Fig. 36).
(6) Remove rear thrust washer (Fig. 37).
CLEANING
Clean the transfer case parts with a standard
parts cleaning solvent. Remove all traces of sealer
from the cases and retainers with a scraper and
3MŸ all purpose cleaner. Use compressed air to
remove solvent residue from oil feed passages in the
case halves, retainers, gears, and shafts.
INSPECTION
If any pump component is worn, or damaged, the
pump must be replaced as an assembly.
Fig. 31 Removing Input Gear
1 - BEARING
2 - INPUT GEAR
3 - PLASTIC MALLET
Fig. 32 Input Gear And Planetary Assembly
Removal
1 - INPUT GEAR
2 - PLANETARY AND PTO GEAR ASSEMBLY
Fig. 33 Removing Lock Ring/Input Gear Retaining
Ring
1 - INPUT GEAR
2 - PLANETARY ASSEMBLY
3 - PTO GEAR
4 - RETAINING RING
21 - 476 TRANSFER CASE - NV241HDBR/BE
TRANSFER CASE - NV241HD (Continued)

Check condition of the shift fork pads (Fig. 39).
The pads should be replaced if cracked, worn, or
loose (won't stay on fork).
The shift forks, clutch and sleeve should all be
checked for wear, cracks, or any type of damage (Fig.
40). The shift sector shaft and detents should be
inspected for wear. The mode fork and shift rail are a
one-piece unit. If either part is damaged, replace the
fork and rail as an assembly. Replace the shift rail
cup and spring if they exhibit wear.
Inspect the planetary thrust washers (Fig. 41)
carefully for wear or damage. Replace both washers
if necessary.
The planetary carrier cannot be disassembled. It
must be serviced as an assembly if damaged. Check
condition of the pinion teeth and PTO gear teeth. If
pinion tooth wear is evident, it will also be necessary
to check condition of the annulus gear teeth.
Fig. 38 Mainshaft Components
1 - DRIVE SPROCKET 5 - STRUTS
2 - STOP RING 6 - SYNCHRO SPRINGS
3 - SYNCHRO HUB 7 - MAINSHAFT
4 - RETAINING RING
Fig. 39 Shift Fork Pads
1-PADS
2-PADS
3 - RANGE FORK
4 - MODE FORK
21 - 478 TRANSFER CASE - NV241HDBR/BE
TRANSFER CASE - NV241HD (Continued)

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.
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 PROCEDURE
STANDARD PROCEDURE - 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.
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)

STANDARD PROCEDURE - 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-
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
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)

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.STANDARD PROCEDURE - 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. 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)

DIAGNOSIS AND TESTING
WHEEL INSPECTION
Inspect wheels for:
²Excessive run out
²Dents or cracks
²Damaged wheel lug nut holes
²Air Leaks from any area or surface of the rim
NOTE: Do not attempt to repair a wheel by hammer-
ing, heating or welding.
If a wheel is damaged an original equipment
replacement wheel should be used. When obtaining
replacement wheels, they should be equivalent in
load carrying capacity. The diameter, width, offset,
pilot hole and bolt circle of the wheel should be the
same as the original wheel.
WARNING: FAILURE TO USE EQUIVALENT REPLACE-
MENT WHEELS MAY ADVERSELY AFFECT THE
SAFETY AND HANDLING OF THE VEHICLE. USED
WHEELS ARE NOT RECOMMENDED. THE SERVICE
HISTORY OF THE WHEEL MAY HAVE INCLUDED
SEVERE TREATMENT OR VERY HIGH MILEAGE. THE
RIM COULD FAIL WITHOUT WARNING.
STANDARD PROCEDURE - DUAL REAR WHEEL
INSTALLATION
Dual rear wheels use a special heavy duty lug nut
wrench. It is recommended to remove and install dual
rear wheels only when the proper wrench is available.
The wrench is also use to remove wheel center caps for
more information refer to Owner's Manual.
The tires on both wheels must be completely raised
off the ground when tightening the lug nuts. This
will ensure correct wheel centering and maximum
wheel clamping.
A two piece flat face lug nut with right-hand
threads is used for retaining the wheels on the hubs
(Fig. 20).The dual rear wheel lug nuts should be tightened
according to the following procedure:
²Place two drops of oil to the interface of the nut/
washer (Fig. 20) before installing on the wheel stud.
NOTE: Do not use more then two drops of oil on
the nut/washer, since the center caps attach in this
area.
²Tighten the wheel lug nuts in the numbered
sequential pattern until they are snug tight. Then
tighten lug nut to specified torque following same
number sequence, (Refer to 22 - TIRES/WHEELS/
WHEELS - SPECIFICATIONS).
²Tighten lug nuts in same numbered sequence a
second time to the specified torque. This will ensure
that the wheels are thoroughly mated.
²Check lug nut specified torque after 100 miles
(160 kilometers). Also after 500 miles (800 kilome-
ters) of vehicle operation.
NOTE: Wheel lug nuts should be tightened to spec-
ified torque at every maintenance interval thereafter.
SPECIFICATIONS
TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Lug Nut
BR2500 (8 Stud Wheel)180 135 Ð
Lug Nut
BR3500 (8 Stud Dual
Wheel)195 145 Ð
Fig. 20 Oil Location
1 - PLACE TWO DROPS OF OIL HERE
BR/BETIRES/WHEELS 22 - 11
WHEELS (Continued)

(6) Squeegee soap solution and air bubbles from
behind decal from the center of the panel out using a
body putty applicator squeegee.
(7) Apply heat to decal to evaporate residual mois-
ture from edges of decal.
(8) Small air or water bubbles under decal can be
pierced with a pin and smoothed out.
TAPE STRIPE
REMOVAL
(1) If the panel that is being serviced is not going
to be refinished, apply a length of masking tape par-
allel to the edge of the original tape stripe to aid
installation.
(2) Warm the panel to approximately 38ÉC (100ÉF)
using a suitable heat lamp or heat gun.
(3) Peel tape stripe (Fig. 4) from body panel using
an even pressure pull.
(4) Remove adhesive residue from body panel
using a suitable adhesive removing solvent.
Fig. 3 Decals
1 - TAPE STRIPE
Fig. 4 Tape Stripe Overlay
1 - CAB/DOOR TAPE STRIPE
2 - HOOD TAPE STRIPE
23 - 88 EXTERIORBR/BE
BODY STRIPES AND DECALS (Continued)