2001 DODGE RAM clock

(11) Install the rack piston and arbor tool into the
housing.
(12) Hold arbor tightly against worm shaft and
turn stub shaft CLOCKWISE until rack piston is
seated on worm shaft.
(13) Install pitman shaft and side cover in the
housing.
(14) Install rack piston plug and tighten to 150
N´m (111 ft. lbs.).
(15) Install housing end plug, (Refer to 19 -
STEERING/GEAR/STEERING GEAR HOUSING
PLUG - INSTALLATION).
(16) Adjust worm shaft thrust bearing preload and
over-center rotating torque, (Refer to 19 - STEER-
ING/GEAR - ADJUSTMENTS).
Fig. 41 Balls in the Return Guide
1 - GUIDE
2 - PETROLEUM JELLY
3 - BALLS
19 - 30 GEARBR/BE
WORM SHAFT (Continued)

MAINSHAFT AND GEARTRAIN
(1) Move 1-2 and 3-4 synchro sleeves into neutral.
(2) Remove drive gear thrust bearing from forward
end of mainshaft (Fig. 27).
(3) Remove fourth gear clutch gear and synchro
stop ring from mainshaft (Fig. 28).
(4) Roll gear case onto left side (Fig. 29).
(5) To remove mainshaft assembly (Fig. 29) lift
front end of mainshaft slightly.
NOTE: Handling mainshaft carfully because gears
are lose on the mainshaft.
(6) Grasp mainshaft rear splines, then turn spline
end of mainshaft counterclockwise to rotate shaft and
geartrain out of case. Tilt mainshaft outward and
removed from case.
Fig. 25 Pilot Bearing
1 - DRIVE GEAR
2 - MAINSHAFT PILOT BEARING
Fig. 26 Front Bearing Puller
1 - PULLER 6444
2 - RODS 6444-6
3 - JAWS 6447
4 - COLLAR 6444-8
5 - FLANGE 6444-1
6 - DRIVE GEAR
Fig. 27 Drive Gear Thrust Bearing
1 - MAINSHAFT
2 - DRIVE GEAR THRUST BEARING
Fig. 28 Fourth Gear Clutch Gear Stop Ring
1 - FOURTH GEAR SYNCHRO STOP RING
2 - FOURTH SPEED CLUTCH GEAR
21 - 54 MANUAL - NV4500BR/BE
MANUAL - NV4500 (Continued)

(7) Apply MopartSilicone Sealer or equivalent to
flange surface of front bearing retainer (Fig. 112).
(8) Install front bearing retainer over drive gear
and start it into case.
(9) Start front bearing retainer in gear case. Verify
retainer lube channel is at the top-center(12
O'clock)position (Fig. 112).(10) Align front bearing retainer bolt holes and tap
retainer into place with plastic mallet. Installnew
retainer bolts and tighten to 30 N´m (22 ft. lbs.) (Fig.
113).
NOTE: Never reuse the old bolts.
Fig. 109 Front Bearing On Drive Gear
1 - INSTALLER 6448
2 - BEARING
3 - DRIVE GEAR
Fig. 110 Front Bearing Cup In Retainer
1 - INSTALLER C-4308
2 - HANDLE C-4171
3 - WOOD BLOCKS
4 - RETAINER
Fig. 111 Bearing Retainer Oil Seal
1 - INSTALLER 6052
2 - RETAINER
3 - WOOD BLOCK
Fig. 112 Location Of Front Retainer Lube Channel
1 - LUBE CHANNEL
2 - FRONT RETAINER
3 - APPLY GASKET MAKER HERE
BR/BEMANUAL - NV4500 21 - 77
MANUAL - NV4500 (Continued)

EXTENSION/ADAPTER HOUSING
(1) Install extension housing bushing with
Installer 8156 and Handle C-4171, if necessary. The
oil feed hole must be at the 12 o'clock position when
installed.
(2) On 4X2 vehicles, install extension housing seal
with Installer 8154 and Handle C-4171, with the
weep hole at the bottom.
NOTE: Drain hole located in the dust boot portion
of the seal must face downward ( toward the
ground) when installed.
(3) On 4X4 vehicles, install adapter housing seal
with Installer C-3860-A and Handle C-4171.
(4) Install the crossover cam bushing into the
extension/adapter housing with Installer 8239 and
Handle C-4171.
(5) Clean the rear of the transmission case of all
sealer.
(6) Install reverse countershaft gear bearing race
onto the reverse countershaft gear bearing.
(7) Measure the distance from the back of the
bearing race to Gauge Bar 6311 (Fig. 94).(8) Measure thickness of the gauge bar and record
the total of the two measurements.
(9) Clean all the sealer from the extension/adapter
housing.
(10) Place Gauge Bar 6311 across the housing face.
Measure the distance from the top of the bar to the
bottom of the reverse countershaft bearing race bore
(Fig. 95).
(11) Subtract thickness of the gauge bar from the
measurement and record the result.
(12) The difference between the two measurements
is the end-play for the reverse countershaft gear
assembly.
(13) Install shims to achieve 0.15-0.25 mm (0.006-
0.010 in.) end-play for the reverse countershaft gear
assembly into the reverse countershaft bearing race
bore.
(14) Use Installer to install the reverse counter-
shaft bearing race into the extension/adapter hous-
ing.
(15) Install back-up lamp switch and a new gasket
into the extension/adapter housing. Tighten switch to
28 N´m (20 ft.lbs.).
(16) Install crossover cam into the extension/
adapter housing.
(17) Install bolt to hold the crossover cam to the
extension/adapter housing (Fig. 96).
Fig. 94 Measure Height of Reverse Countershaft
1 - MEASURE DISTANCE FROM RACE TO GAUGE BAR 6311
Fig. 95 Reverse Countershaft Gear Bearing Race
Bore
1 - GAUGE BAR 6311 TO BEARING RACE BORE
MEASUREMENT
21 - 124 MANUAL - NV5600BR/BE
MANUAL - NV5600 (Continued)

PARK POWERFLOW
As the engine is running and the crankshaft is
rotating, the flexplate and torque converter, which
are also bolted to it, are all rotating in a clockwise
direction as viewed from the front of the engine. The
notched hub of the torque converter is connected to
the oil pump's internal gear, supplying the transmis-
sion with oil pressure. As the converter turns, it
turns the input shaft in a clockwise direction. As the
input shaft is rotating, the front clutch hub-rear
clutch retainer and all their associated parts are also
rotating, all being directly connected to the input
shaft. The power flow from the engine through the
front clutch hub and rear clutch retainer stops at the
rear clutch retainer. Therefore, no power flow to the
output shaft occurs because no clutches are applied.
The only mechanism in use at this time is the park-
ing sprag (Fig. 3), which locks the parking gear on
the output shaft to the transmission case.
NEUTRAL POWERFLOW
With the gear selector in the NEUTRAL position
(Fig. 4), the power flow of the transmission is essen-
tially the same as in the park position. The only
operational difference is that the parking sprag has
been disengaged, unlocking the output shaft from the
transmission case and allowing it to move freely.
Fig. 3 Park Powerflow
1 - PAWL ENGAGED FOR PARK
2 - PARK SPRAG
3 - OUTPUT SHAFT
Fig. 4 Neutral Powerflow
1 - PAWL DISENGAGED FOR NEUTRAL
2 - PARK SPRAG
3 - OUTPUT SHAFT
4 - CAM
5-PAWL
21 - 138 AUTOMATIC TRANSMISSION - 42REBR/BE
AUTOMATIC TRANSMISSION - 42RE (Continued)

REVERSE POWERFLOW
When the gear selector is moved into the
REVERSE position (Fig. 5), the front clutch and the
rear band are applied. With the application of the
front clutch, engine torque is applied to the sun gear,
turning it in a clockwise direction. The clockwise
rotation of the sun gear causes the rear planet pin-
ions to rotate against engine rotation in a counter-
clockwise direction. The rear band is holding the low
reverse drum, which is splined to the rear carrier.
Since the rear carrier is being held, the torque fromthe planet pinions is transferred to the rear annulus
gear, which is splined to the output shaft. The output
shaft in turn rotates with the annulus gear in a
counterclockwise direction giving a reverse gear out-
put. The entire transmission of torque is applied to
the rear planetary gearset only. Although there is
torque input to the front gearset through the sun
gear, no other member of the gearset is being held.
During the entire reverse stage of operation, the
front planetary gears are in an idling condition.
Fig. 5 Reverse Powerflow
1 - FRONT CLUTCH ENGAGED 5 - OUTPUT SHAFT
2 - OUTPUT SHAFT 6 - INPUT SHAFT
3 - LOW/REVERSE BAND APPLIED 7 - FRONT CLUTCH ENGAGED
4 - INPUT SHAFT 8 - LOW/REVERSE BAND APPLIED
BR/BEAUTOMATIC TRANSMISSION - 42RE 21 - 139
AUTOMATIC TRANSMISSION - 42RE (Continued)

FIRST GEAR POWERFLOW
When the gearshift lever is moved into the DRIVE
position the transmission goes into first gear (Fig. 6).
As soon as the transmission is shifted from PARK or
NEUTRAL to DRIVE, the rear clutch applies, apply-
ing the rear clutch pack to the front annulus gear.
Engine torque is now applied to the front annulus
gear turning it in a clockwise direction. With the
front annulus gear turning in a clockwise direction, it
causes the front planets to turn in a clockwise direc-
tion. The rotation of the front planets cause the sun
to revolve in a counterclockwise direction. The sun
gear now transfers its counterclockwise rotation tothe rear planets which rotate back in a clockwise
direction. With the rear annulus gear stationary, the
rear planet rotation on the annulus gear causes the
rear planet carrier to revolve in a counterclockwise
direction. The rear planet carrier is splined into the
low-reverse drum, and the low reverse drum is
splined to the inner race of the over-running clutch.
With the over-running clutch locked, the planet car-
rier is held, and the resulting torque provided by the
planet pinions is transferred to the rear annulus
gear. The rear annulus gear is splined to the output
shaft and rotated along with it (clockwise) in an
underdrive gear reduction mode.
Fig. 6 First Gear Powerflow
1 - OUTPUT SHAFT 5 - OVER-RUNNING CLUTCH HOLDING
2 - OVER-RUNNING CLUTCH HOLDING 6 - INPUT SHAFT
3 - REAR CLUTCH APPLIED 7 - REAR CLUTCH APPLIED
4 - OUTPUT SHAFT 8 - INPUT SHAFT
21 - 140 AUTOMATIC TRANSMISSION - 42REBR/BE
AUTOMATIC TRANSMISSION - 42RE (Continued)

SECOND GEAR POWERFLOW
In DRIVE-SECOND (Fig. 7), the same elements
are applied as in MANUAL-SECOND. Therefore, the
power flow will be the same, and both gears will be
discussed as one in the same. In DRIVE-SECOND,
the transmission has proceeded from first gear to its
shift point, and is shifting from first gear to second.
The second gear shift is obtained by keeping the rear
clutch applied and applying the front (kickdown)
band. The front band holds the front clutch retainer
that is locked to the sun gear driving shell. With the
rear clutch still applied, the input is still on the front
annulus gear turning it clockwise at engine speed.Now that the front band is holding the sun gear sta-
tionary, the annulus rotation causes the front planets
to rotate in a clockwise direction. The front carrier is
then also made to rotate in a clockwise direction but
at a reduced speed. This will transmit the torque to
the output shaft, which is directly connected to the
front planet carrier. The rear planetary annulus gear
will also be turning because it is directly splined to
the output shaft. All power flow has occurred in the
front planetary gear set during the drive-second
stage of operation, and now the over-running clutch,
in the rear of the transmission, is disengaged and
freewheeling on its hub.
Fig. 7 Second Gear Powerflow
1 - KICKDOWN BAND APPLIED 6 - INPUT SHAFT
2 - OUTPUT SHAFT 7 - REAR CLUTCH APPLIED
3 - REAR CLUTCH ENGAGED 8 - KICKDOWN BAND APPLIED
4 - OUTPUT SHAFT 9 - INPUT SHAFT
5 - OVER-RUNNING CLUTCH FREE-WHEELING
BR/BEAUTOMATIC TRANSMISSION - 42RE 21 - 141
AUTOMATIC TRANSMISSION - 42RE (Continued)