1998 DODGE RAM 1500 recommended oil

IDENTIFICATION
The transmission has two identification tags
attached to the driver side upper clutch housing (Fig.
2). One tag provides the transmission part number.
The second tag provides sequencing and build date
information. The information on the tags are essen-
tial to correct parts ordering.
OPERATION
The driver selects a particular gear by moving the
shift lever to the desired gear position. As the shift
lever moves the selected shift rail, the shift fork
attached to that rail begins to move. The fork is posi-
tioned in a groove in the outer circumference of the
synchronizer sleeve. As the shift fork moves the syn-
chronizer sleeve, the synchronizer begins to speed-up
or slow down the selected gear (depending on
whether we are up-shifting or down-shifting). The
synchronizer does this by having the synchronizer
hub splined to the mainshaft or the countershaft in
some cases, 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 friction cone and eventually will
slide over the teeth, locking the gear to the main-
shaft or countershaft through the synchronizer.
DIAGNOSIS AND TESTING
LOW LUBRICANT LEVEL
A low transmission lubricant level is generally the
result of a leak, inadequate lubricant fill or an incor-
rect lubricant level check. A correct lubricant level
check can only be made when the vehicle is level.
Also allow the lubricant to settle for a minute or sobefore checking. These recommendations will ensure
an accurate check and avoid an underfill or overfill
condition. Always check the lubricant level after any
addition of fluid to avoid an incorrect lubricant level
condition.
Leaks can occur at the mating surfaces of the gear
case, adaptor or extension housing, or from the front/
rear seals. A suspected leak could also be the result
of an overfill condition. Leaks at the rear of the
extension or adapter housing will be from the hous-
ing oil seals. Leaks at component mating surfaces
will probably be the result of inadequate sealer, gaps
in the sealer, incorrect bolt tightening or use of a
non-recommended sealer. A leak at the front of the
transmission will be from either the front bearing
retainer or retainer seal. Lubricant may be seen drip-
ping from the clutch housing after extended opera-
tion. If the leak is severe, it may also contaminate
the clutch disc causing the disc to slip, grab and or
chatter.
HARD SHIFTING
Hard shifting is usually caused by a low lubricant
level, improper or contaminated lubricants. The con-
sequence of using non-recommended lubricants is
noise, excessive wear, internal bind and hard shift-
ing. Substantial lubricant leaks can result in gear,
shift rail, synchro, and bearing damage. If a leak
goes undetected for an extended period, the first indi-
cations of component damage are usually hard shift-
ing and noise.
Component damage, incorrect clutch adjustment or
damaged clutch pressure plate or disc are additional
probable causes of increased shift effort. Incorrect
adjustment or a worn/damaged pressure plate or disc
can cause incorrect release. If clutch problem is
advanced, gear clash during shifts can result. Worn
or damaged synchro rings can cause gear clash when
shifting into any forward gear. In some new or
rebuilt transmissions, new synchro rings may tend to
stick slightly causing hard or noisy shifts. In most
cases this condition will decline as the rings wear-in.
TRANSMISSION NOISE
Most manual transmissions make some noise dur-
ing normal operation. Rotating gears generate a mild
whine that is audible, but generally only at extreme
speeds. Severe highly audible transmission noise is
generally the initial indicator of a lubricant problem.
Insufficient, improper or contaminated lubricant
will promote rapid wear of gears, synchros, shift
rails, forks and bearings. The overheating caused by
a lubricant problem, can also lead to gear breakage.
REMOVAL
(1) Shift transmission into Neutral.
Fig. 2 IDENTIFICATION TAG LOCATION
1 - IDENTIFICATION TAGS
21 - 90 MANUAL TRANSMISSION - NV5600DR
MANUAL TRANSMISSION - NV5600 (Continued)

(9) Install the two screws to hold the TRS to the
mounting bracket. Tighten the screws to 5 N´m (45
in.lbs.).
(10) Verify proper sensor operation (Fig. 62).
(11) Move the transmission manual shaft lever to
the PARK position.
(12) Install torque converter. Use C-clamp or metal
strap to hold converter in place for installation.
BAND ADJUSTMENT AND FINAL
(1) Adjust front and rear bands as follows:
(a) Loosen locknut on each band adjusting screw
4-5 turns.
(b) Tighten both adjusting screws to 8 N´m (72
in. lbs.).
(c) Back off front band adjusting screw 1-3/4
turns.
(d) Back off rear band adjusting screw 3 turns.
(e) Hold each adjusting screw in position and
tighten locknut to 34 N´m (25 ft. lbs.) torque.
(2) Install magnet in oil pan. Magnet seats on
small protrusion at corner of pan.
(3) Position new oil pan gasket on case and install
oil pan. Tighten pan bolts to 13.6 N´m (125 in. lbs.).
(4) Install throttle valve and shift selector levers
on valve body manual lever shaft.
(5) Apply small quantity of dielectric grease to ter-
minal pins of solenoid case connector and neutral
switch.
(6) Fill transmission with recommended fluid.
INSTALLATION
(1) Check torque converter hub inner and outer
diameters and hub drive notches for sharp edgesburrs, scratches, or nicks. Polish the hub and notches
with 320/400 grit paper and crocus cloth if necessary.
The hub must be smooth to avoid damaging pump
seal at installation.
(2) Lubricate pocket in the rear oil pump seal lip
with transmission fluid.
(3) Lubricate converter pilot hub of the crankshaft
with a light coating of MopartHigh Temp Grease.
(4) Align and install converter in oil pump.
(5) Carefully insert converter in oil pump. Then
rotate converter back and forth until fully seated in
pump gears.
(6) Check converter seating with steel scale and
straightedge (Fig. 63). Surface of converter lugs
should be 19mm (0.75 in.) to rear of straightedge
when converter is fully seated.
(7) Temporarily secure converter with C-clamp.
(8) Position transmission on jack and secure it
with chains.
(9) Check condition of converter driveplate.
Replace the plate if cracked, distorted or damaged.
Also be sure transmission dowel pins are seated
in engine block and protrude far enough to
hold transmission in alignment.
(10) Raise transmission and align converter with
drive plate and converter housing with engine block.
(11) Move transmission forward. Then raise, lower
or tilt transmission to align converter housing with
engine block dowels.
(12) Carefully work transmission forward and over
engine block dowels until converter hub is seated in
crankshaft.
Fig. 62 Transmission Range Sensor Operation
1 - NEUTRAL CONTACT
2 - MANUAL LEVER AND SENSOR PLUNGER IN REVERSE
POSITION
3 - PARK CONTACT
4 - TRANSMISSION RANGE SENSOR
Fig. 63 Checking Converter Seating - Typical
1 - SCALE
2 - STRAIGHTEDGE
21 - 174 AUTOMATIC TRANSMISSION - 48REDR
AUTOMATIC TRANSMISSION - 48RE (Continued)

(2) Heavy duty operation with a vehicle not prop-
erly equipped for this type of operation. Trailer tow-
ing or similar high load operation will overheat the
transmission fluid if the vehicle is improperly
equipped. Such vehicles should have an auxiliary
transmission fluid cooler, a heavy duty cooling sys-
tem, and the engine/axle ratio combination needed to
handle heavy loads.
DIAGNOSIS AND TESTING - FLUID
CONTAMINATION
Transmission fluid contamination is generally a
result of:
²adding incorrect fluid
²failure to clean dipstick and fill tube when
checking level
²engine coolant entering the fluid
²internal failure that generates debris
²overheat that generates sludge (fluid break-
down)
²failure to replace contaminated converter after
repair
The use of non-recommended fluids can result in
transmission failure. The usual results are erratic
shifts, slippage, abnormal wear and eventual failure
due to fluid breakdown and sludge formation. Avoid
this condition by using recommended fluids only.
The dipstick cap and fill tube should be wiped
clean before checking fluid level. Dirt, grease and
other foreign material on the cap and tube could fall
into the tube if not removed beforehand. Take the
time to wipe the cap and tube clean before withdraw-
ing the dipstick.
Engine coolant in the transmission fluid is gener-
ally caused by a cooler malfunction. The only remedy
is to replace the radiator as the cooler in the radiator
is not a serviceable part. If coolant has circulated
through the transmission, an overhaul is necessary.
The torque converter should also be replaced when-
ever a failure generates sludge and debris. This is
necessary because normal converter flushing proce-
dures will not remove all contaminants.
STANDARD PROCEDURE
STANDARD PROCEDURE - FLUID LEVEL
CHECK
Low fluid level can cause a variety of conditions
because it allows the pump to take in air along with
the fluid. As in any hydraulic system, air bubbles
make the fluid spongy, therefore, pressures will be
low and build up slowly.
Improper filling can also raise the fluid level too
high. When the transmssion has too much fluid, thegeartrain churns up foam and cause the same condi-
tions which occur with a low fluid level.
In either case, air bubbles can cause overheating
and/or fluid oxidation, and varnishing. This can
interfere with normal valve, clutch, and accumulator
operation. Foaming can also result in fluid escaping
from the transmission vent where it may be mis-
taken for a leak.
After the fluid has been checked, seat the dipstick
fully to seal out water and dirt.
The transmission has a dipstick to check oil level.
It is located on the right side of the engine. Be sure
to wipe all dirt from dipstick handle before removing.
Fluid level is checked with the engine running at
curb idle speed, the transmission in NEUTRAL and
the transmission fluid at normal operating tempera-
ture.The engine should be running at idle
speed for at least one minute, with the vehicle
on level ground.
The transmission fluid level can be checked two
ways.
PROCEDURE ONE
(1) Transmission fluid must be at normal operat-
ing temperature for accurate fluid level check. Drive
vehicle if necessary to bring fluid temperature up to
normal hot operating temperature of 82ÉC (180ÉF).
(2) Position vehicle on level surface.
(3) Start and run engine at curb idle speed.
(4) Apply parking brakes.
(5) Shift transmission momentarily into all gear
ranges. Then shift transmission back to NEUTRAL.
(6) Clean top of filler tube and dipstick to keep
dirt from entering tube.
(7) Remove dipstick (Fig. 87) and check fluid level
as follows:
(a) Correct acceptable level is in crosshatch area.
(b) Correct maximum level is to MAX arrow
mark.
(c) Incorrect level is at or below MIN line.
(d) If fluid is low, add only enough MopartAT F
+4 to restore correct level. Do not overfill.
Fig. 87 Dipstick Fluid Level Marks - Typical
1 - DIPSTICK
2 - MAXIMUM CORRECT FLUID LEVEL
3 - ACCEPTABLE FLUID LEVEL
21 - 202 AUTOMATIC TRANSMISSION - 48REDR
FLUID AND FILTER (Continued)

GOVERNOR BODY, SENSOR AND SOLENOID
(1) Turn valve body assembly over so accumulator
side of transfer plate is facing down.
(2) Install new O-rings on governor pressure sole-
noid and sensor.
(3) Lubricate solenoid and sensor O-rings with
clean transmission fluid.
(4) Install governor pressure sensor in governor
body.
(5) Install governor pressure solenoid in governor
body. Push solenoid in until it snaps into place in
body.
(6) Position governor body gasket on transfer
plate.
(7) Install retainer plate on governor body and
around solenoid. Be sure solenoid connector is posi-
tioned in retainer cutout.
(8) Align screw holes in governor body and trans-
fer plate. Then install and tighten governor body
screws to 4 N´m (35 in. lbs.) torque.
(9) Connect harness wires to governor pressure
solenoid and governor pressure sensor.
(10) Install fluid filter and pan.
(11) Lower vehicle.
(12) Fill transmission with recommended fluid and
road test vehicle to verify repair.
INSTALLATION
(1) Check condition of O-ring seals on valve body
harness connector (Fig. 327). Replace seals on con-
nector body if cut or worn.
(2) Check condition of manual lever shaft seal in
transmission case. Replace seal if lip is cut or worn.
Install new seal with 15/16 deep well socket (Fig.
328).
(3) Check condition of seals on accumulator piston.
Install new piston seals, if necessary.
(4) Place valve body manual lever in low (1 posi-
tion) so ball on park lock rod will be easier to install
in sprag.
(5) Lubricate shaft of manual lever with petroleum
jelly. This will ease inserting shaft through seal in
case.
(6) Lubricate seal rings on valve body harness con-
nector with petroleum jelly.
(7) Position valve body in case and work end of
park lock rod into and through pawl sprag. Turn pro-
peller shaft to align sprag and park lock teeth if nec-
essary. The rod will click as it enters pawl. Move rod
to check engagement.
CAUTION: It is possible for the park rod to displace
into a cavity just above the pawl sprag during
installation. Make sure the rod is actually engaged
in the pawl and has not displaced into this cavity.(8) Install accumulator spring and piston into case.
Then swing valve body over piston and outer spring
to hold it in place.
(9) Align accumulator piston and outer spring,
manual lever shaft and electrical connector in case.
(10) Then seat valve body in case and install one
or two bolts to hold valve body in place.
(11) Tighten valve body bolts alternately and
evenly to 11 N´m (100 in. lbs.) torque.
(12) Install new fluid filter on valve body. Tighten
filter screws to 4 N´m (35 in. lbs.) torque.
(13) Install throttle and gearshift levers on valve
body manual lever shaft.
(14) Check and adjust front and rear bands if nec-
essary.
(15) Install the transmission range sensor (Refer
to 21 - TRANSMISSION/AUTOMATIC/TRANSMIS-
SION RANGE SENSOR - INSTALLATION).
(16) Connect solenoid case connector wires.
(17) Install oil pan and new gasket. Tighten pan
bolts to 13.6 N´m (125 in. lbs.) torque.
(18) Lower vehicle and fill transmission with
MopartATF +4, Automatic Transmission fluid.
(19) Check and adjust gearshift and throttle valve
cables, if necessary.
Fig. 327 Valve Body Harness Connector O-Ring Seal
1 - CONNECTOR O-RINGS
2 - VALVE BODY HARNESS CONNECTOR
3 - HARNESS
DRAUTOMATIC TRANSMISSION - 48RE 21 - 309
VALVE BODY (Continued)

SPECIFICATIONS
TRANSMISSION
GENERAL
Component Metric Inch
Output Shaft End Play 0.22-0.55
mm0.009-0.021
in.
Input Shaft End Play 0.46-0.89
mm0.018-0.035
in.
2C Clutch Pack
Clearance0.455-1.335
mm0.018-0.053
in.
4C Clutch Pack
Clearance0.770-1.390
mm0.030-0.055
in.
L/R Clutch Pack
Clearance1.00-1.74
mm0.039-0.069
in.
OD Clutch Pack
Clearance1.103-1.856
mm0.043-0.073
in.
Component Metric Inch
UD Clutch Pack
Clearance0.84-1.54
mm0.033-0.061
in.
Reverse Clutch Pack
Clearance0.81-1.24
mm0.032-0.049
in.
Recommended fluid MoparTAT F + 4
GEAR RATIOS
1ST 3.00:1
2ND 1.67:1
2ND Prime 1.50:1
3RD 1.0:1
4TH 0.75:1
5TH 0.67:1
REVERSE 3.00:1
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Fitting, cooler line at trans 17.5 - 155
Bolt, torque convertor 31 23 -
Bolt/nut, crossmember 68 50 -
Bolt, driveplate to crankshaft 75 55 -
Bolt, oil pan 11.8 - 105
Screw, primary fluid filter 4.5 - 40
Bolt, oil pump 28.2 - 250
Bolt, oil pump body to cover 4.5 - 40
Screw, plate to oil pump body 4.5 - 40
Bolt, valve body to case 11.8 - 105
Plug, pressure test port 5.1 - 45
Bolt, reaction shaft support 11.8 - 105
Screw, valve body to transfer plate 5.6 - 50
Screw, solenoid module to transfer plate 5.7 - 50
Screw, accumulator cover 8 - 70
Screw, detent spring 4.5 - 40
Bolt, input speed sensor 11.8 - 105
Bolt, output speed sensor 11.8 - 105
Bolt, line pressure sensor 11.8 - 105
Bolt, extension housing 54 40 -
Valve, cooler return filter bypass 4.5 - 40
Screw, manual valve cam retaining 4.5 - 40
Bolt, manual lever 28.2 - 250
21 - 358 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR
AUTOMATIC TRANSMISSION - 45RFE/545RFE (Continued)

FLUID AND FILTER
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - EFFECTS OF
INCORRECT FLUID LEVEL
A low fluid level allows the pump to take in air
along with the fluid. Air in the fluid will cause fluid
pressures to be low and develop slower than normal.
If the transmission is overfilled, the gears churn the
fluid into foam. This aerates the fluid and causing
the same conditions occurring with a low level. In
either case, air bubbles cause fluid overheating, oxi-
dation and varnish buildup which interferes with
valve and clutch operation. Foaming also causes fluid
expansion which can result in fluid overflow from the
transmission vent or fill tube. Fluid overflow can eas-
ily be mistaken for a leak if inspection is not careful.
DIAGNOSIS AND TESTING - CAUSES OF
BURNT FLUID
Burnt, discolored fluid is a result of overheating
which has three primary causes.
(1) Internal clutch slippage, usually caused by low
line pressure, inadequate clutch apply pressure, or
clutch seal failure.
(2) A result of restricted fluid flow through the
main and/or auxiliary cooler. This condition is usu-
ally the result of a faulty or improperly installed
drainback valve, a damaged main cooler, or severe
restrictions in the coolers and lines caused by debris
or kinked lines.
(3) Heavy duty operation with a vehicle not prop-
erly equipped for this type of operation. Trailer tow-
ing or similar high load operation will overheat the
transmission fluid if the vehicle is improperly
equipped. Such vehicles should have an auxiliary
transmission fluid cooler, a heavy duty cooling sys-
tem, and the engine/axle ratio combination needed to
handle heavy loads.
DIAGNOSIS AND TESTING - FLUID
CONTAMINATION
Transmission fluid contamination is generally a
result of:
²adding incorrect fluid
²failure to clean dipstick and fill tube when
checking level
²engine coolant entering the fluid
²internal failure that generates debris
²overheat that generates sludge (fluid break-
down)
²failure to replace contaminated converter after
repairThe use of non-recommended fluids can result in
transmission failure. The usual results are erratic
shifts, slippage, abnormal wear and eventual failure
due to fluid breakdown and sludge formation. Avoid
this condition by using recommended fluids only.
The dipstick cap and fill tube should be wiped
clean before checking fluid level. Dirt, grease and
other foreign material on the cap and tube could fall
into the tube if not removed beforehand. Take the
time to wipe the cap and tube clean before withdraw-
ing the dipstick.
Engine coolant in the transmission fluid is gener-
ally caused by a cooler malfunction. The only remedy
is to replace the radiator as the cooler in the radiator
is not a serviceable part. If coolant has circulated
through the transmission, an overhaul is necessary.
The torque converter should also be replaced when-
ever a failure generates sludge and debris. This is
necessary because normal converter flushing proce-
dures will not remove all contaminants.
STANDARD PROCEDURE
STANDARD PROCEDURE - FLUID LEVEL
CHECK
Low fluid level can cause a variety of conditions
because it allows the pump to take in air along with
the fluid. As in any hydraulic system, air bubbles
make the fluid spongy, therefore, pressures will be
low and build up slowly.
Improper filling can also raise the fluid level too
high. When the transmssion has too much fluid, the
geartrain churns up foam and cause the same condi-
tions which occur with a low fluid level.
In either case, air bubbles can cause overheating
and/or fluid oxidation, and varnishing. This can
interfere with normal valve, clutch, and accumulator
operation. Foaming can also result in fluid escaping
from the transmission vent where it may be mis-
taken for a leak.
After the fluid has been checked, seat the dipstick
fully to seal out water and dirt.
The transmission has a dipstick to check oil level.
It is located on the right side of the engine. Be sure
to wipe all dirt from dipstick handle before removing.
The torque converter fills in both the P (PARK)
and N (NEUTRAL) positions. Place the selector lever
in P (PARK) to be sure that the fluid level check is
accurate.The engine should be running at idle
speed for at least one minute, with the vehicle
on level ground.At normal operating temperature
(approximately 82 C. or 180 F.), the fluid level is cor-
rect if it is in the HOT region (cross-hatched area) on
the oil level indicator. The fluid level will be approx-
21 - 366 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR

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.
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.
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
DRTRANSFER CASE - NV241 GENII 21 - 427
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 20-34 15-25 -
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 - 438 TRANSFER CASE - NV241 GENIIDR
TRANSFER CASE - NV241 GENII (Continued)