2001 DODGE RAM lock

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)

(18) Install crossover detent plunger, spring and
plug into the extension/adapter housing. Tighten the
plug to 47.5 N´m (35 ft.lbs.) (Fig. 97).
(19) Apply sealer to the surface of the transmis-
sion case.
(20) Install extension/adapter housing onto the
transmission case.
(21) Install bolts to hold the extension/adapter
housing onto the transmission gear case. Tighten
bolts to 48 N´m (35 ft.lbs.).
(22) Install shift rail blocker bolt and tighten bolt
to 55 N´m (41 ft.lbs.).
(23) Install primary shift rail detent plunger,
spring and plug into the transmission case. Tighten
detent plug to 47.5 N´m (35 ft.lbs.).(24) Install shift tower onto the transmission case
and tighten bolts to 9 N´m (7 ft.lbs.).
INSTALLATION
NOTE: If a new transmission is being installed, be
sure to use all components supplied with the new
transmission. For example, if a new shift tower is
supplied with the new transmission, do not re-use
the original shift tower.
NOTE: Use a heavy duty scissors style transmis-
sion jack to install the transmission.
Before installation apply light coat of Mopar high
temperature bearing grease to contact surfaces of fol-
lowing components:
²input shaft splines.
²release bearing slide surface of front retainer.
²release bearing bore.
²release fork.
²release fork ball stud.
²propeller shaft slip yoke.
(1) Apply sealer to threads of bottom PTO cover
bolt and install bolt in case.
(2) Mount transmission on jack and position trans-
mission under vehicle.
(3) Raise transmission until input shaft is centered
in clutch disc hub.
(4) Move transmission forward and start input
shaft in clutch disc and pilot bushing/bearing.
(5) Work transmission forward until seated against
engine block. Do not allow transmission to remain
unsupported after input shaft has entered clutch
disc.
(6) Install and tighten transmission-to-engine
block bolts.
(7) Install clutch slave cylinder.
(8) Connect backup light switch wires.
(9) Fill transmission with recommended lubricant.
Correct fill level is bottom edge of fill plug hole.
(10) Position transmission harness wires in clips
on transmission.
(11) Install transmission mount on transmission or
rear crossmember.
(12) Install rear crossmember.
(13) Remove transmission jack and engine support
fixture.
TWO WHEEL DRIVE
(1) Install propeller shaft with referece marks
aligned.
(2) Install exhaust system components.
(3) Remove support and lower vehicle.
(4) Shift transmission into third gear.
Fig. 96 Crossover Cam
1 - CROSSOVER CAM
2 - BOLT
3 - EXTENSION HOUSING
Fig. 97 Crossover Cam Detent Plug
1 - DETENT PLUG
2 - EXTENSION HOUSING
BR/BEMANUAL - NV5600 21 - 125
MANUAL - NV5600 (Continued)

(5) Clean the mating surfaces of shift tower and
isolator plate with suitable wax and grease remover.
(6) Apply Mopar Gasket Maker or equivalent to
sealing surface of the transmission case. Do not over
apply sealant.
(7) Install isolator plate onto the transmission case
metal side down.
(8) Install shift tower onto the isolator plate. No
sealant is necessary between the shift tower and top
of isolator plate.
(9) Verify that the shift tower, isolator plate and
the shift socket are properly aligned.
(10) Install bolts to hold the shift tower to the iso-
lator plate and the transmission case. Tighten bolts
to 10.2±11.25 N´m (7.5±8.3 ft. lbs.).
(11) Install shift boot and bezel.
(12) Connect battery negative cable.
FOUR WHEEL DRIVE
(1) Install and secure transfer case on the trans-
mission jack.
(2) Raise and align transfer case input gear with
transmission mainshaft.
(3) Move transfer case forward and seat it on
adapter.
(4) Install and tighten transfer case mounting nuts
to 41-47 N´m (30-35 ft. lbs.) if case has 3/8 studs. If
case has 5/16 studs tighten to 30-41 N´m (22-30 ft.
lbs.).
(5) Connect transfer case shift lever to range lever
on transfer case.(6) Install propeller shafts with reference marks
aligned.
(7) Fill transmission with required lubricant.
Check lubricant level in transfer case and add lubri-
cant if necessary.
(8) Install transfer case skid plate, if equipped,
and crossmember. Tighten attaching bolts/nuts to 41
N´m (30 ft. lbs.).
(9) Install exhaust system components.
(10) Remove support and lower vehicle.
(11) Shift transmission into third gear.
(12) Clean the mating surfaces of shift tower, iso-
lator plate, and transmission case with suitable wax
and grease remover.
(13) Apply Mopar Gasket Maker or equivalent to
the sealing surface of the transmission case. Do not
over apply sealant.
(14) Install isolator plate onto the transmission
case, metal side down.
(15) Install shift tower onto the isolator plate. No
sealant is necessary between the shift tower and top
of isolator plate.
(16) Verify that the shift tower, isolator plate and
the shift tower bushings are properly aligned.
(17) Install the bolts to hold the shift tower to the
isolator plate and the transmission case. Tighten the
shift tower bolts to 10.2±11.25 N´m (7.5±8.3 ft. lbs.).
(18) Install shift lever boot and bezel.
(19) Connect battery negative cable.
SPECIFICATIONS
SPECIFICATIONS - NV5600
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Plug, Crossover Cam and
Detent48 35 -
Bolt, Input Retainer 28 20 -
Bolt, 5-6 Crossover Bracket 28 20 -
Bolt, Clutch Housing 48 35 -
Bolt, Extension/Adapter Housing 48 35 -
Bolt, Shift Tower 9 7 80
Switch, Back-up Lamp 28 20 -
Bolt, Shift Blocker 55 41 -
Bolt, PTO Cover 40 30 -
Pivot, Clutch Release Lever 22 16 -
Plug, Fill 30 22 -
Nut, Output Shaft 339 250 -
21 - 126 MANUAL - NV5600BR/BE
MANUAL - NV5600 (Continued)

OVERRUNNING CLUTCH CAM/OVERDRIVE
PISTON RETAINER
DESCRIPTION..........................235
OPERATION............................235
DISASSEMBLY..........................235
CLEANING.............................236
INSPECTION...........................236
ASSEMBLY............................236
PARK/NEUTRAL POSITION SWITCH
DIAGNOSIS AND TESTING................237
PARK/NEUTRAL POSITION SWITCH.......237
REMOVAL.............................238
INSTALLATION..........................238
PISTONS
DESCRIPTION..........................238
OPERATION............................238
PLANETARY GEARTRAIN/OUTPUT SHAFT
DESCRIPTION..........................240
OPERATION............................240
DISASSEMBLY..........................240
INSPECTION...........................241
ASSEMBLY............................241
REAR CLUTCH
DESCRIPTION..........................246
OPERATION............................246
DISASSEMBLY..........................247
CLEANING.............................247
INSPECTION...........................248
ASSEMBLY............................248
REAR SERVO
DESCRIPTION..........................250
OPERATION............................250
DISASSEMBLY..........................251
CLEANING.............................251
ASSEMBLY............................251
SHIFT MECHANISM
DESCRIPTION..........................251OPERATION............................251
ADJUSTMENTS.........................252
SOLENOID
DESCRIPTION..........................252
OPERATION............................253
SPEED SENSOR
DESCRIPTION..........................253
OPERATION............................253
THROTTLE VALVE CABLE
DESCRIPTION..........................253
ADJUSTMENTS.........................254
TORQUE CONVERTER
DESCRIPTION..........................256
OPERATION............................260
REMOVAL.............................261
INSTALLATION..........................261
TORQUE CONVERTER DRAINBACK VALVE
DESCRIPTION..........................262
OPERATION............................262
STANDARD PROCEDURE.................262
TORQUE CONVERTER DRAINBACK VALVE . 262
TRANSMISSION TEMPERATURE SENSOR
DESCRIPTION..........................262
OPERATION............................262
VALVE BODY
DESCRIPTION..........................263
OPERATION............................267
REMOVAL.............................281
DISASSEMBLY..........................282
CLEANING.............................293
INSPECTION...........................293
ASSEMBLY............................294
INSTALLATION..........................303
ADJUSTMENTS.........................304
AUTOMATIC TRANSMISSION -
42RE
DESCRIPTION
The 42RE is a four speed fully automatic transmis-
sion (Fig. 1) with an electronic governor. The 42RE is
equipped with a lock-up clutch in the torque con-
verter. First through third gear ranges are provided
by the clutches, bands, overrunning clutch, and plan-
etary gear sets in the transmission. Fourth gear
range is provided by the overdrive unit that contains
an overdrive clutch, direct clutch, planetary gear set,
and overrunning clutch.
The transmission contains a front, rear, and direct
clutch which function as the input driving compo-
nents. It also contains the kickdown (front) and thelow/reverse (rear) bands which, along with the over-
running clutch and overdrive clutch, serve as the
holding components. The driving and holding compo-
nents combine to select the necessary planetary gear
components, in the front, rear, or overdrive planetary
gear set, transfer the engine power from the input
shaft through to the output shaft.
The valve body is mounted to the lower side of the
transmission and contains the valves to control pres-
sure regulation, fluid flow control, and clutch/band
application. The oil pump is mounted at the front of
the transmission and is driven by the torque con-
verter hub. The pump supplies the oil pressure nec-
essary for clutch/band actuation and transmission
lubrication.
BR/BEAUTOMATIC TRANSMISSION - 42RE 21 - 135

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)