lock DODGE RAM 2003 Service Repair Manual

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 - 579
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 - 580 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR
TORQUE CONVERTER (Continued)

545RFE PRESSURE SWITCH STATES
GEAR L/R 2C 4C UD OD
ROP OP OP OP OP
P/NCL OP OP OP OP
1STCL* OP OP CL OP
2NDOP CL OP CL OP
2ND
PRIMEOP OP CL CL OP
DOP OP OP CL CL
4THOP OP CL OP CL
5THOP CL OP OP CL
*L/R is closed if output speed is below 100 rpm in
Drive and Manual 2. L/R is open in Manual 1.
A Diagnostic Trouble Code (DTC) will set if the
TCM senses any switch open or closed at the wrong
time in a given gear.
REMOVAL
(1) Remove the valve body from the transmission
(Fig. 127).
(2) Remove the screws holding the transmission
solenoid/TRS assembly onto the valve body (Fig. 128).
(3) Separate the transmission solenoid/TRS assem-
bly from the valve body.
INSTALLATION
(1) Place TRS selector plate in the PARK position.
(2) Position the transmission solenoid/TRS assem-
bly onto the valve body. Be sure that both alignmentdowels are fully seated in the valve body and that
the TRS switch contacts are properly positioned in
the selector plate
(3) Install the screws to hold the transmission
solenoid/TRS assembly onto the valve body.
(4) Tighten the solenoid assembly screws adjacent
to the arrows cast into the bottom of the valve body
first. Tighten the screws to 5.7 N´m (50 in.lbs.).
(5) Tighten the remainder of the solenoid assembly
screws to 5.7 N´m (50 in.lbs.).
(6) Install the valve body into the transmission.
TRANSMISSION
TEMPERATURE SENSOR
DESCRIPTION
The transmission temperature sensor is a ther-
mistor that is integral to the Transmission Range
Sensor (TRS).
OPERATION
The transmission temperature sensor is used by
the TCM to sense the temperature of the fluid in the
sump. Since fluid temperature can affect transmis-
sion shift quality and convertor lock up, the TCM
requires this information to determine which shift
schedule to operate in.
Calculated Temperature
A failure in the temperature sensor or circuit will
result in calculated temperature being substituted for
actual temperature. Calculated temperature is a pre-
Fig. 127 Valve Body Bolts
1 - VALVE BODY TO CASE BOLT (6)
Fig. 128 Ttransmission Solenoid/TRS Assembly
Screws
1 - SOLENOID PACK BOLTS (15)
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 583
TRANSMISSION SOLENOID/TRS ASSEMBLY (Continued)

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 - 593
TRANSFER CASE - NV241 GENII (Continued)

(3) Remove front tabbed thrust washer (Fig. 37).
(4) Remove input gear (Fig. 38).
(5) Remove rear tabbed thrust washer from low
range gear (Fig. 39).
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
MAINSHAFT/SPROCKET/HUB
Inspect the splines on the hub and shaft and the
teeth on the sprocket. Minor nicks and scratches can
be smoothed with an oilstone, however, replace any
part that is damaged.
Check the contact surfaces in the sprocket bore
and on the mainshaft. Minor nicks and scratches can
be smoothed with 320-400 grit emery cloth but do not
try to salvage the shaft if nicks or wear is severe.
INPUT GEAR AND PLANETARY CARRIER
Check the teeth on the gear (Fig. 40). Minor nicks
can be dressed off with an oilstone but replace the
gear if any teeth are broken, cracked, or chipped. The
bearing surface on the gear can be smoothed with
300-400 grit emery cloth if necessary.
Examine the carrier body and pinion gears for
wear or damage. The carrier will have to be replaced
as an assembly if the body, pinion pins, or pinion
gears are damaged.
Check the lock ring and both thrust washers for
wear or cracks. Replace them if necessary. Also
replace the lock retaining ring if bent, distorted, or
broken.
SHIFT FORKS/HUBS/SLEEVES
Check condition of the shift forks and mode fork
shift rail (Fig. 41). Minor nicks on the shift rail can
be smoothed with 320-400 grit emery cloth.
Inspect the shift fork wear pads (Fig. 42). 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.
Fig. 37 Front Tabbed Thrust Washer Removal
1 - FRONT TABBED THRUST WASHER
Fig. 38 Input Gear Removal
1 - INPUT GEAR
2 - LOW RANGE GEAR
Fig. 39 Rear Tabbed Thrust Washer Removal
1 - LOW RANGE GEAR
2 - REAR TABBED THRUST WASHER
21 - 602 TRANSFER CASE - NV241 GENIIDR
TRANSFER CASE - NV241 GENII (Continued)

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.
Fig. 40 Input Gear And Carrier Components
1 - PLANETARY CARRIER 4 - CARRIER LOCK RING
2 - REAR THRUST WASHER 5 - CARRIER LOCK RETAINING RING
3 - FRONT THRUST WASHER 6 - INPUT GEAR
Fig. 41 Shift Forks
1 - RANGE FORK
2 - MODE FORK AND RAIL
3 - MODE SPRING
Fig. 42 Shift Fork And Wear Pad Locations
1 - RANGE FORK
2 - MODE FORK
3 - WEAR PADS (SERVICEABLE)
4 - WEAR PADS (SERVICEABLE)
DRTRANSFER CASE - NV241 GENII 21 - 603
TRANSFER CASE - NV241 GENII (Continued)

(14) Install mode fork and shift rail onto the mode
sleeve.
(15) Install the mode fork, sleeve, and shift rail
into the transfer case (Fig. 65).
(16) Install mainshaft into the transfer case (Fig.
66). Guide mainshaft through the mode and range
sleeves and into the input gear.(17) Install the transfer case position sensor (Fig.
67). Tighten the sensor to 20-34 N´m (16-25 ft. lbs.)
torque.
(18) Install range lever on sector shaft (Fig. 68).
(19) Install washer and nut on sector shaft to
secure shift lever. Apply 1-2 drops MopartLock N'
Seal, or equivalent, to nut threads before installation.
Then tighten nut to 27-34 N´m (20-25 ft. lbs.) torque.
Fig. 65 Install Mode Fork and Shift Rail
1 - MODE FORK
2 - SHIFT RAIL
3 - MODE SLEEVE
Fig. 66 Install Mainshaft
1 - FRONT CASE
2 - MAINSHAFT
Fig. 67 Install Position Sensor
1 - FRONT CASE
2 - POSITION SENSOR
Fig. 68 Install Range Lever Nut
1 - RANGE LEVER
21 - 610 TRANSFER CASE - NV241 GENIIDR
TRANSFER CASE - NV241 GENII (Continued)

REAR EXTENSION
(1) Install new seal in rear extension housing seal
with Installer D-163 and Handle C-4171..
(2) Apply bead of MopartGasket Maker, or equiv-
alent, to mating surface of rear extension housing.
Keep sealer bead width to maximum of 3/16 inch. Do
not use excessive amount of sealer as excess could be
displaced into output bearing.
(3) Align and install rear extension on retainer
(Fig. 80).
(4) Apply MopartSilicone Sealer to threads of rear
extension housing bolts. Then install and tighten
bolts to 16-24 N´m (12-18 ft. lbs.) torque.
INSTALLATION
(1) Align and seat transfer case on transmission.
Be sure transfer case input gear splines are aligned
with transmission output shaft. Align splines by
rotating transfer case rear output shaft yoke if nec-
essary. Do not install any transfer case attaching
nuts until the transfer case is completely seated
against the transmission.
(2) Install and tighten transfer case attaching
nuts. Tighten nuts to 30-41 N´m (20-30 ft.lbs.).
(3) Remove jack stand from under transmission.
(4) Align and connect propeller shafts. (Refer to 3 -
DIFFERENTIAL & DRIVELINE/PROPELLER
SHAFT/PROPELLER SHAFT - INSTALLATION)
(5) Connect vent hose and transfer case position
sensor connector.
(6) Connect shift rod to transfer case lever or floor
shift arm. Use channel lock style pliers to press rod
back into lever grommet.
(7) Adjust shift linkage, if necessary.
(8) Fill transfer case with recommended transmis-
sion fluid and install fill plug.
(9) Install skid plate, if equipped. (Refer to 13 -
FRAMES & BUMPERS/FRAME/TRANSFER CASE
SKID PLATE - INSTALLATION)
(10) Lower vehicle
SPECIFICATIONS
TRANSFER CASE - NV241 GENII
TORQUE SPECIFICATIONS
DESCRIPTION N-m Ft. Lbs. In. Lbs.
Plug, Detent 16-24 12-18 -
Plug, Drain/Fill 40-45 30-40 -
Bolt, Extension Housing 16-24 12-18 -
Bolt, Case Half 20-27 15-24 -
Screw, Oil Pump 12-16 8-12 -
Nut, Range Lever 27-34 20-25 -
Sector Support 27-42 20-30 -
Nuts, Mounting 30-41 20-30 -
Position Sensor 20-34 16-25 -
Fig. 80 Install Rear Extension Bolts
1 - EXTENSION HOUSING
2 - TRANSFER CASE
21 - 614 TRANSFER CASE - NV241 GENIIDR
TRANSFER CASE - NV241 GENII (Continued)

SHIFT LEVER
REMOVAL
(1) Shift transfer case into 2H.
(2) Raise and support the vehicle.
(3) Loosen adjusting trunnion lock bolt and slide
shift rod out of trunnion. If rod lacks enough travel
to come out of trunnion, push trunnion out of shift
lever.
(4) Lower vehicle.
(5) Remove transfer case shifter knob cap.
(6) Remove nut holding shifter knob to shift lever.
(7) Remove shifter knob.
(8) Remove the shift boot from the shifter console.
(9) Remove the bolts securing the shifter mecha-
nism to the floor pan (Fig. 88).
(10) Separate shift lever mechanism from the vehi-
cle.
Fig. 88 Transfer Case Shifter
1 - SHIFTER BOOT
2 - SHIFTER KNOB
3 - SHIFTER CONSOLE4 - SHIFTER MECHANISM
5 - ALIGNMENT PIN
6 - TRANSFER CASE
21 - 620 TRANSFER CASE - NV241 GENIIDR

INSTALLATION
(1) If the shifter mechanism does not have a
adjustment locating pin installed, align the adjust-
ment channel on the shifter assembly to the locating
hole in the lower shift lever and install an appropri-
ately sized pin to retain the position (Fig. 89).
(2) Position shift lever in vehicle.
(3) Install the bolts to hold the shifter mechanism
to the floor pan.
(4) Raise vehicle.
(5) Verify that the transfer case is still in the 2H
position. The 2H detent position on the transfer case
shift arm is the second position from full forward.(6) Install trunnion to shift lever, if necessary.
(7) Install shift rod to trunnion, if necessary.
(8) Tighten the shift rod lock bolt to 10 N´m (90
in.lbs.).
(9) Remove the shifter adjustment locating pin
from the adjustment channel and the locating hole.
(10) Lower vehicle.
(11) Install the transfer case shifter console.
(12) Install the shifter boot and the shifter knob
onto the shifter lever.
(13) Install nut to hold shifter knob to shift lever.
(14) Install shifter knob cap.
(15) Verify transfer case operation.
Fig. 89 Transfer Case Shifter
1 - SHIFTER BOOT
2 - SHIFTER KNOB
3 - SHIFTER CONSOLE4 - SHIFTER MECHANISM
5 - ALIGNMENT PIN
6 - TRANSFER CASE
DRTRANSFER CASE - NV241 GENII 21 - 621
SHIFT LEVER (Continued)