2001 DODGE RAM service

(8) Remove the O-ring between the worm shaft
and the stub shaft.
INSTALLATION
NOTE: Clean and dry all components, then lubricate
with power steering fluid.(1) Install spool valve spool O-ring.
(2) Install spool valve in valve body by pushing
and rotating. Hole in spool valve for stub shaft pin
must be accessible from opposite end of valve body.
(3) Install stub shaft in valve spool and engage
locating pin on stub shaft into spool valve hole (Fig.
30).
NOTE: Notch in stub shaft cap must fully engage
valve body pin and seat against valve body shoul-
der.
(4) Install O-rings and teflon rings over the
O-rings on valve body.
(5) Install O-ring into the back of the stub shaft
cap (Fig. 31).
(6) Install stub shaft and valve assembly in the
housing. Line up worm shaft to slots in the valve
assembly.
(7) Install thrust support assembly.
NOTE: The thrust support is serviced as an assem-
bly. If any component of the thrust support is dam-
aged the assembly must be replaced.
(8) Install adjuster nut and lock nut.
(9) Adjust Thrust Bearing Preload and Over-Cen-
ter Rotating Torque, (Refer to 19 - STEERING/GEAR
- ADJUSTMENTS).
Fig. 28 Spool Valve
1 - SPOOL VALVE
2 - ROTATE VALVE TO REMOVE
3 - VALVE BODY
Fig. 29 Valve Seals
1 - O-RING SEALS
Fig. 30 Stub Shaft Installation
1 - NOTCH IN CAP
2 - VALVE BODY PIN
19 - 26 GEARBR/BE
SPOOL VALVE (Continued)

LINKAGE - 2WD
TABLE OF CONTENTS
page page
LINKAGE - 2WD
DESCRIPTION...........................38
STANDARD PROCEDURE..................38
LUBRICATION.........................38REMOVAL..............................38
INSTALLATION...........................39
SPECIFICATIONS........................39
SPECIAL TOOLS.........................39
LINKAGE - 2WD
DESCRIPTION
Light duty (LD) and heavy duty (HD) steering link-
age is used with IFS suspensions. The linkage is
comprised of a idler arm, pitman arm, center link
and tie rod ends. Heavy duty linkage is used on 8800
and 10500 lb. GVW vehicles.
CAUTION: If any steering components are replaced
or serviced an alignment must be performed.
NOTE: When servicing the steering linkage, use
care to avoid damaging ball stud seals. Use Puller
C-3894±A or an appropriate puller to remove tie rod
ends (Fig. 1).
STANDARD PROCEDURE - LUBRICATION
Periodic lubrication of the idler arm is required.
Refer to Lubrication And Maintenance for the recom-
mended maintenance schedule.
REMOVAL
(1) Remove the nut from the tie-rod.
(2) Remove the tie-rod end ball studs from the
steering knuckles with an appropriate puller.
(3) Remove inner tie-rod ends from center link .
(4) Remove idler arm stud from center link with
an appropriate puller. Remove the idler arm bolt
from frame bracket.
(5) Remove pitman arm ball stud from center link.
(6) Mark the pitman arm and shaft positions for
installation reference. Remove pitman arm with
Puller C-4150A (Fig. 2).
Fig. 1 Tie Rod End
1 - CLAMP
2 - ADJUSTMENT SLEEVE
3 - PULLER TOOL C-3894±A
4 - SEAL
5 - TIE-ROD END
Fig. 2 Pitman Arm
1 - PITMAN ARM
2 - SPECIAL TOOL C-4150-A
3 - WRENCH
19 - 38 LINKAGE - 2WDBR/BE

LINKAGE - 4WD
TABLE OF CONTENTS
page page
LINKAGE - 4WD
DESCRIPTION...........................40
STANDARD PROCEDURE..................40
LUBRICATION.........................40REMOVAL..............................40
INSTALLATION...........................41
SPECIFICATIONS........................41
SPECIAL TOOLS.........................42
LINKAGE - 4WD
DESCRIPTION
The steering linkage is comprised of a tie rod end,
tie rod, drag link, steering damper and pitman arm
(Fig. 1).
CAUTION: If any steering components are replaced
or serviced an alignment must be performed.
NOTE: To avoid damaging ball stud seals, use
Puller C-3894±A or an appropriate puller to remove
tie rod ends (Fig. 2).
STANDARD PROCEDURE - LUBRICATION
Periodic lubrication of the steering system compo-
nents is required. Refer to Lubrication And Mainte-
nance for the recommended maintenance schedule.
The following components must be lubricated:
²Tie rod
²Tie rod end
²Drag link
REMOVAL
(1) Remove steering damper mounting nuts and
bolts and remove damper.
(2) Remove tie rod nuts.
(3) Remove tie rod from drag link and left knuckle
with Puller C-4150A.
(4) Remove drag and nuts.
(5) Remove drag link from right knuckle and pit-
man arm with Puller C-4150A.
(6) Mark the pitman arm and shaft positions for
installation reference. Remove the nut and washer
from the pitman arm. Remove the pitman arm with
Puller C-4150A.
Fig. 1 Steering Linkage
1 - DRAG LINK
2 - PITMAN ARM
3 - STEERING GEAR
4 - TIE ROD END
5 - TIE ROD
6 - DAMPER
Fig. 2 Tie Rod End
1 - CLAMP
2 - ADJUSTMENT SLEEVE
3 - PULLER TOOL C-3894±A
4 - SEAL
5 - TIE-ROD END
19 - 40 LINKAGE - 4WDBR/BE

The driver selects a particular gear by moving the
shift lever to the desired gear position. This move-
ment moves the internal transmission shift compo-
nents to begin the shift sequence. As the shift lever
moves the selected shift rail, the shift fork attached
to that rail begins to move. The fork is positioned in
a groove in the outer circumference of the synchro-
nizer sleeve. As the shift fork moves the synchronizer
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 the friction cone and eventually will slide
over the teeth, locking the gear to the mainshaft, or
countershaft, through the synchronizer.
DIAGNOSIS AND TESTING - MANUAL
TRANSMISSION
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.
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 hous-
ing will be from the housing oil seals. Leaks at com-
ponent 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 dripping from the clutch
housing after extended operation. If the leak is
severe, it may also contaminate the clutch disc caus-
ing the disc to slip, grab and or chatter.
A correct lubricant level check can only be made
when the vehicle is level. Also allow the lubricant to
settle for a minute or so before checking. These rec-
ommendations 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.
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 gener-
ally 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) Disconnect battery negative cable.
(2) Shift transmission into Neutral.
(3) Remove shift boot bezel screws and slide boot
upward on shift lever extension.
(4) Remove shift lever extension from the shift
tower and lever assembly.
(5) Remove bolts attaching shift tower and lever
assembly to rear case. Then remove shift tower and
lever assembly.
(6) Raise vehicle on hoist.
(7) Remove crankshaft position sensor. Retain sen-
sor attaching bolts.
(8) Remove skid plate, if equipped.
(9) Drain transmission lubricant if transmission
will be disassembled for service.
(10) Mark propeller shaft/shafts and yoke/yokes for
installation reference and remove propeller shaft/
shafts.
(11) Disengage harness from clips on transmission
housing.
(12) Support engine with adjustable jack stand
and wood block.
(13) Drain transmission lubricant if transmission
will be disassembled for service.
BR/BEMANUAL - NV3500 21 - 3
MANUAL - NV3500 (Continued)

REVERSE IDLER
(1) Remove idler gear snap rings (Fig. 44).
(2) Remove thrust washer, wave washer, thrust
plate and idler gear from shaft.
(3) Remove idler gear needle bearing from shaft.
CLEANING
Clean the gears, shafts, shift components and trans-
mission housings with a standard parts cleaning sol-
vent. Do not use acid or corrosive base solvents. Dry
all parts except bearings with compressed air.
Clean the shaft bearings with a mild solvent such
as Mopartdegreasing solvent, Gunk, or similar sol-
vents. Do not dry the bearings with compressed air.
Allow the bearings to either air dry, or wipe them dry
with clean shop towels.
INSPECTION
SHIFT LEVER ASSEMBLY
The shift lever assembly is not serviceable. Replace
the lever and shift tower as an assembly if the tower,
lever, lever ball, or internal components are worn, or
damaged.
SHIFT SHAFT AND FORKS
Inspect the shift fork interlock arms and synchro
sleeve contact surfaces (Fig. 45). Replace any fork
exhibiting wear or damage in these areas. Do not
attempt to salvage shift forks.
Check condition of the shift shaft detent plunger
and spring. The plunger should be smooth and free of
nicks, or scores. The plunger spring should be straight
and not collapsed, or distorted. Minor scratches, or
nicks on the plunger can be smoothed with 320/400
grit emery soaked in oil. Replace the plunger and
spring if in doubt about condition. Check condition of
detent plunger bushings. Replace if damaged.
Inspect the shift shaft, shift shaft bushing and
bearing, the shaft lever, and the lever bushing that
fits over the lever. Replace the shaft if bent, cracked,
or severely scored. Minor burrs, nicks, or scratches
can be smoothed off with 320/400 grit emery cloth
followed by polishing with crocus cloth. Replace the
shift shaft bushing or bearing if damaged.
Replace the shaft lever and bushing if either part
is deformed, or worn. Do not attempt to salvage these
parts as shift fork binding will occur. Replace the roll
pin that secures the lever to the shaft.
FRONT/REAR HOUSINGS AND BEARING
RETAINERS
Inspect the housings carefully. Look for cracks,
stripped threads, scored mating surfaces, damaged
bearing bores, or worn dowel pin holes. Minor nicks
on mating surfaces can be dressed off with a fine file,
or emery cloth. Damaged threads can be renewed by
either re-tapping or installing Helicoil inserts.
Fig. 42 Fifth-Reverse Synchro
1 - PRESS
2 - FIFTH-REVERSE SYNCHRO HUB AND SLEEVE
3 - REVERSE GEAR
4 - OUTPUT SHAFT
Fig. 43 Reverse Gear And Needle Bearing
1 - REVERSE GEAR AND NEEDLE BEARING
BR/BEMANUAL - NV3500 21 - 15
MANUAL - NV3500 (Continued)

NOTE: The front housing contains the countershaft
front bearing race. The rear housing contains the
countershaft rear bearing race. Be advised that
these components are NOT serviceable items. The
front housing will have to be replaced if the coun-tershaft bearing race is loose, worn, or damaged.
The rear housing will have to be replaced if the
countershaft rear bearing race is loose, worn, or
damaged.
Fig. 44 Reverse Idler Components
1 - SNAP RING
2 - FLAT WASHER
3 - WAVE WASHER
4 - THRUST WASHER
5 - REVERSE IDLER GEAR6 - IDLER GEAR BEARING
7 - IDLER SHAFT
8 - THRUST WASHER
9 - SNAP RING
10 - THRUST WASHER LOCKBALLS
Fig. 45 Shift Forks And Shaft
1 - SHIFT SHAFT
2 - SHAFT LEVER
3 - SHAFT LEVER BUSHING4 - 3-4 SHIFT FORK
5 - 1-2 SHIFT FORK
6 - FIFTH-REVERSE SHIFT FORK
21 - 16 MANUAL - NV3500BR/BE
MANUAL - NV3500 (Continued)

Inspect the input shaft bearing retainer. Be sure
the release bearing slide surface of the retainer is in
good condition. Minor nicks on the surface can be
smoothed off with 320/420 grit emery cloth and final
polished with oil coated crocus cloth. Replace the
retainer seal if necessary.
Inspect the output shaft bearing retainer. Be sure
the U-shaped retainer is flat and free of distortion.
Replace the retainer if the threads are damaged, or if
the retainer is bent, or cracked.
COUNTERSHAFT BEARINGS AND RACES
The countershaft bearings and races are machine
lapped during manufacture to form matched sets.
The bearings and races should not be interchanged.
NOTE: The bearing races are a permanent press fit
in the housings and are NOT serviceable. If a bear-
ing race becomes damaged, it will be necessary to
replace the front or rear housing as necessary. A
new countershaft bearing will be supplied with each
new housing for service use.
The countershaft bearings can be installed back-
wards if care is not exercised. The bearing roller cage
is a different diameter on each side. Be sure the
bearing is installed so the large diameter side of the
cage is facing the countershaft gear (Fig. 46). The
small diameter side goes in the bearing race.
REVERSE IDLER COMPONENTS
Inspect the idler gear, bearing, shaft, thrust
washer, wave washer and thrust plate. Replace the
bearing if any of the needle bearing rollers are worn,
chipped, cracked, flat-spotted, or brinnelled. Also
replace the bearing if the plastic bearing cage is
damaged or distorted.
Replace the thrust washer, wave washer, or thrust
plate if cracked, chipped, or worn. Replace the idler
gear if the teeth are chipped, cracked or worn thin.
Replace the shaft if worn, scored, or the bolt threads
are damaged beyond repair. Replace the support seg-
ment if cracked, or chipped and replace the idler
attaching bolts if the threads are damaged.
Shift Socket
Inspect the shift socket for wear or damage.
replace the socket if the roll pin, or shift shaft bores
are damaged. Minor nicks in the shift lever ball seat
in the socket can be smoothed down with 400 grit
emery or wet/dry paper. Replace the socket if the ball
seat is worn, or cracked. Do not reuse the original
shift socket roll pin. Install a new pin during reas-
sembly. The socket roll pin is approximately is
approximately 33 mm (1-1/4 in.) long.
Output Shaft And Geartrain
Inspect all of the gears for worn, cracked, chipped,
or broken teeth. Also check condition of the bearing
bore in each gear. The bores should be smooth and
free of surface damage. Discoloration of the gear
bores is a normal occurrence and is not a reason for
replacement. Replace gears only when tooth damage
has occurred, or if the bores are brinnelled or
severely scored.
Inspect the shaft splines and bearings surfaces.
Minor nicks on the bearing surfaces can be smoothed
with 320/420 grit emery and final polished with cro-
cus cloth. Replace the shaft if the splines are dam-
aged or bearing surfaces are deeply scored, worn, or
brinnelled.
ASSEMBLY
Gaskets are not used in this transmission. Sealers
are used at all case joints. Recommended sealers are
Mopar Gasket Maker for all case joints and Mopar
silicone sealer, or equivalent, for the input shaft
bearing retainer. Apply these products as indicated in
the assembly procedures.
NOTE: The transmission shift components must be
in Neutral position during assembly. This prevents
damaging to the synchro and shift components
when the housings are installed.
Fig. 46 Countershaft Bearings
1 - COUNTERSHAFT
2 - BEARING CAGE
BR/BEMANUAL - NV3500 21 - 17
MANUAL - NV3500 (Continued)

SHIFT PATTERN
The shift pattern is in a modified H pattern (Fig.
2). Overdrive fifth and reverse gears are in line and
outboard of the first through fourth gear positions.
GEAR RATIOS
GEAR RATIO
FIRST 5.61:1
SECOND 3.04:1
THIRD 1.67:1
FOURTH 1.00:1
FIFTH 0.75:1
REVERSE 5.04:1
IDENTIFICATION
The transmission identification tag is attached to
the driver side PTO cover (Fig. 3).
The tag provides the transmission model number,
build date and part number. Be sure to reinstall the
I.D. tag if removed during service. The information
on the tag is essential to correct parts ordering.
OPERATION
The manual transmission receives power through
the clutch assembly from the engine. The clutch disc
is splined to the transmission input shaft and is
turned at engine speed at all times that the clutch is
engaged. The input shaft is connected to the trans-
mission countershaft through the mesh of fourth
speed gear on the input shaft and the fourth counter-
shaft gear. At this point, all the transmission gears
are spinning.
The driver selects a particular gear by moving the
shift lever to the desired gear position. This move-
ment moves the internal transmission shift compo-
nents to begin the shift sequence. As the shift lever
moves the selected shift rail, the shift fork attached
to that rail begins to move. The fork is positioned in
a groove in the outer circumference of the synchro-
nizer sleeve. As the shift fork moves the synchronizer
sleeve, the synchronizer begins to speed-up or slowdown 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 the friction cone and eventually will slide
over the teeth, locking the gear to the mainshaft, or
countershaft, through the synchronizer.
DIAGNOSIS AND TESTING - MANUAL
TRANSMISSION
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.
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 hous-
ing will be from the housing oil seals. Leaks at com-
ponent mating surfaces will probably be the result of
inadequate sealer, gaps in the sealer, incorrect bolt
tightening or use of a non-recommended sealer.
Fig. 2 NV4500
Fig. 3 Identification Tag Location
1 - PTO COVER
2 - I.D. TAG
21 - 46 MANUAL - NV4500BR/BE
MANUAL - NV4500 (Continued)