2003 DODGE RAM service

DISASSEMBLY
(1) Remove the snap-ring holding the input annu-
lus into the input carrier (Fig. 116).
(2) Remove the input annulus from the input car-
rier (Fig. 116).
(3) Remove the number 9 bearing from the reverse
planetary carrier. Note that this planetary carrier
has four pinion gears.
(4) Remove the reverse planetary gear carrier (Fig.
116).
(5) Remove the number 10 bearing from the input
sun gear (Fig. 116).
(6) Remove the input sun gear from the input car-
rier (Fig. 116).
(7) Remove the number 11 bearing from the input
carrier (Fig. 116).
CLEANING
Clean the planetary components in solvent and dry
them with compressed air.
INSPECTION
Check sun gear and driving shell condition.
Replace the gear if damaged or if the bushings arescored or worn. The bushings are not serviceable.
Replace the driving shell if worn, cracked or dam-
aged.
Replace planetary gear sets if gears, pinion pins, or
carrier are damaged in any way. Replace the annulus
gears and supports if either component is worn or
damaged.
Replace the output shaft if the machined surfaces
are scored, pitted, or damaged in any way. Also
replace the shaft if the splines are damaged, or
exhibits cracks at any location.
ASSEMBLY
(1) Clean and inspect all components. Replace any
components which show evidence of excessive wear
or scoring.
(2) Install the number 11 bearing into the input
planetary carrier so that the inner race will be
toward the front of the transmission (Fig. 116).
(3) Install the input sun gear into the input carrier
(Fig. 116).
(4) Install the number 10 bearing onto the rear of
the reverse planetary carrier with the inner race
toward the carrier (Fig. 116).
Fig. 116 Reverse/Input Planetary Carrier Assembly
1 - SNAP-RING 5 - INPUT PLANETARY CARRIER
2 - BEARING NUMBER 10 6 - INPUT SUN GEAR
3 - BEARING NUMBER 11 7 - REVERSE PLANETARY CARRIER
4 - INPUT ANNULUS
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 573
PLANETARY GEARTRAIN (Continued)

The strength of the magnetic field is the primary
force that determines the speed of operation in a par-
ticular solenoid design. A stronger magnetic field will
cause the plunger to move at a greater speed than a
weaker one. There are basically two ways to increase
the force of the magnetic field:
1. Increase the amount of current applied to the
coil or
2. Increase the number of turns of wire in the coil.
The most common practice is to increase the num-
ber of turns by using thin wire that can completely
fill the available space within the solenoid housing.
The strength of the spring and the length of the
plunger also contribute to the response speed possi-
ble by a particular solenoid design.
A solenoid can also be described by the method by
which it is controlled. Some of the possibilities
include variable force, pulse-width modulated, con-
stant ON, or duty cycle. The variable force and pulse-
width modulated versions utilize similar methods to
control the current flow through the solenoid to posi-
tion the solenoid plunger at a desired position some-
where between full ON and full OFF. The constant
ON and duty cycled versions control the voltage
across the solenoid to allow either full flow or no flow
through the solenoid's valve.
OPERATION
When an electrical current is applied to the sole-
noid coil, a magnetic field is created which produces
an attraction to the plunger, causing the plunger to
move and work against the spring pressure and the
load applied by the fluid the valve is controlling. The
plunger is normally directly attached to the valve
which it is to operate. When the current is removed
from the coil, the attraction is removed and the
plunger will return to its original position due to
spring pressure.
The plunger is made of a conductive material and
accomplishes this movement by providing a path for
the magnetic field to flow. By keeping the air gap
between the plunger and the coil to the minimum
necessary to allow free movement of the plunger, the
magnetic field is maximized.
TORQUE CONVERTER
DESCRIPTION
The torque converter (Fig. 117) is a hydraulic
device that couples the engine crankshaft to the
transmission. The torque converter consists of an
outer shell with an internal turbine, a stator, an
overrunning clutch, an impeller and an electronically
applied converter clutch. The converter clutch pro-
vides reduced engine speed and greater fuel economy
when engaged. Clutch engagement also provides
reduced transmission fluid temperatures. The torque
converter hub drives the transmission oil (fluid)
pump and contains an o-ring seal to better control oil
flow.
The torque converter is a sealed, welded unit that
is not repairable and is serviced as an assembly.
CAUTION: The torque converter must be replaced if
a transmission failure resulted in large amounts of
metal or fiber contamination in the fluid.
Fig. 117 Torque Converter Assembly
1 - TURBINE ASSEMBLY
2-STATOR
3 - CONVERTER HUB
4 - O-RING
5 - IMPELLER ASSEMBLY
6 - CONVERTER CLUTCH PISTON
7 - TURBINE HUB
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 575
SOLENOIDS (Continued)

OPERATION
NOTE: Refer to the Hydraulic Schematics for a
visual aid in determining valve location, operation
and design.
SOLENOID SWITCH VALVE
The Solenoid Switch Valve (SSV) controls the direc-
tion of the transmission fluid when the L/R-TCC sole-
noid is energized.
When shifting into 1st gear, a special hydraulic
sequence is performed to ensure SSV movement into
the downshifted position. The L/R pressure switch is
monitored to confirm SSV movement. If the move-
ment is not confirmed (the L/R pressure switch does
not close), 2nd gear is substituted for 1st. A DTC will
be set after three unsuccessful attempts are made to
get into 1st gear in one given key start.
MANUAL VALVE
The manual valve is a relay valve. The purpose of
the manual valve is to direct fluid to the correct cir-
cuit needed for a specific gear or driving range. The
manual valve, as the name implies, is manually oper-
ated by the driver with a lever located on the top of
the valve body. The valve is connected mechanically
by a cable to the gearshift mechanism. The valve is
held in each of its positions by a roller detent spring
(Fig. 131) that engages the ªroostercombº of the TRS
selector plate.
LOW/REVERSE SWITCH VALVE
The low/reverse switch valve allows the low/reverse
clutch to be operated by either the LR/CC solenoid or
the MS solenoid.
REMOVAL
The valve body can be removed for service without
having to remove the transmission assembly.
The valve body can be disassembled for cleaning
and inspection of the individual components. (Refer
to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC
- 45RFE/VALVE BODY - DISASSEMBLY)
(1) Shift transmission into PARK.
(2) Raise vehicle.
(3) Disconnect wires at the solenoid and pressure
switch assembly connector.
(4) Position drain pan under transmission oil pan.
(5) Remove transmission oil pan.
(6) Remove the primary oil filter from valve body.
(Fig. 132)
Fig. 131 TRS Selector Plate and Detent Spring
1 - TRS SELECTOR PLATE
2 - DETENT SPRING
3 - CLUTCH PASSAGE SEALS
Fig. 132 Remove Primary Oil Filter
1 - PRIMARY OIL FILTER
2 - COOLER RETURN FILTER
3 - COOLER RETURN FILTER BYPASS VALVE
4 - VALVE BODY
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 585
VALVE BODY (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)

LOW RANGE ANNULUS GEAR
Inspect annulus gear condition carefully. The gear
is only serviced as part of the front case. If the gear
is damaged, it will be necessary to replace the gear
and front case as an assembly. Do not attempt to
remove the gear (Fig. 43)
FRONT CASE AND REAR CASE
Inspect the cases for wear and damage.
Check case condition. If leaks were a problem, look
for gouges and severe scoring of case sealing sur-
faces. Also make sure the front case mounting studs
are in good condition.
Check the front case mounting studs and vent
tube. The tube can be secured with LoctiteŸ 271 or
680 if loose. The stud threads can be cleaned up with
a die if necessary. Also check condition of the fill/
drain plug threads in the rear case. The threads can
be repaired with a thread chaser or tap if necessary.
Or the threads can be repaired with HelicoilŸ stain-
less steel inserts if required.
OIL PUMP/OIL PICKUP
Examine the oil pump pickup parts. Replace the
pump if any part appears to be worn or damaged. Do
not disassemble the pump as individual parts are not
available. The pump is only available as a complete
assembly. The pickup screen, hose, and tube are the
only serviceable parts and are available separately.
ASSEMBLY
BEARINGS AND SEALS
(1) Remove the input shaft bearing (Fig. 44) from
the front case with suitable snap-ring pliers.
(2) Transfer the retaining ring to the new bearing
if necessary and install the bearing into the front
case.
(3) Using Installer 6436 and Handle C-4171 (Fig.
45), remove front output shaft bearing.
(4) Start front output shaft bearing in case. Then
seat bearing with Handle C-4171 and Installer 6953.
Fig. 43 Low Range Annulus Gear
1 - FRONT CASE
2 - LOW RANGE ANNULUS GEARFig. 44 Remove Input Gear Bearing
1 - INPUT GEAR BEARING
2 - FRONT CASE
Fig. 45 Remove Front Output Shaft Bearing
1 - FRONT CASE
2 - INSTALLER 6436
3 - HANDLE C-4171
21 - 604 TRANSFER CASE - NV241 GENIIDR
TRANSFER CASE - NV241 GENII (Continued)

Examine the carrier body and pinion gears for
wear or damage. Check the pinion gear thrust wash-
ers on the pinon pins for damage. The carrier will
have to be replaced as an assembly if the body, pin-
ion 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 and range fork pads are serviceable and can be
replaced if necessary.
Check both of the sleeves for wear or damage,
especially on the interior teeth. Replace the sleeves if
wear or damage is evident.
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.
LOW RANGE ANNULUS GEAR
Inspect annulus gear condition carefully. The gear
is only serviced as part of the front case. If the gear
is damaged, it will be necessary to replace the gear
and front case as an assembly. Do not attempt to
remove the gear (Fig. 43)
FRONT CASE AND REAR CASE
Inspect the cases for wear and damage.Check case condition. If leaks were a problem, look
for gouges and severe scoring of case sealing sur-
faces. Also make sure the front case mounting studs
are in good condition.
Check the front case mounting studs and vent
tube. The tube can be secured with LoctiteŸ 271 or
680 if loose. The stud threads can be cleaned up with
a die if necessary. Also check condition of the fill/
drain plug threads in the rear case. The threads can
be repaired with a thread chaser or tap if necessary.
Or the threads can be repaired with HelicoilŸ stain-
less steel inserts if required.
OIL PUMP/OIL PICKUP
Examine the oil pump pickup parts. Replace the
pump if any part appears to be worn or damaged. Do
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)
Fig. 43 Low Range Annulus Gear
1 - FRONT CASE
2 - LOW RANGE ANNULUS GEAR
21 - 636 TRANSFER CASE - NV271DR
TRANSFER CASE - NV271 (Continued)

not disassemble the pump as individual parts are not
available. The pump is only available as a complete
assembly. The pickup screen, hose, and tube are the
only serviceable parts and are available separately.
ASSEMBLY
BEARINGS AND SEALS
(1) Remove the input shaft bearing snap-ring from
the front case half with suitable snap-ring pliers.
(2) Remove the input shaft bearing from the front
case half with Installer 6953 and Handle C-4171
(Fig. 44).
(3) Install the input shaft bearing into the front
case half with Installer 8151 inverted on Handle
C-4171 (Fig. 45).
(4) Install the input shaft bearing snap-ring into
the front case half with suitable snap-ring pliers.
(5) Remove the front output shaft front bearing
snap-ring from the front case half.
(6) Using Installer 6953 and Handle C-4171 (Fig.
46), remove the front output shaft front bearing.
Fig. 46 Remove Front Output Shaft Front Bearing
1 - FRONT CASE HALF
2 - HANDLE C-4171
3 - INSTALLER 6953
Fig. 44 Remove Input Gear Bearing
1 - FRONT CASE HALF
2 - HANDLE C-4171
3 - INSTALLER 6953
Fig. 45 Install Input Gear Bearing
1 - FRONT CASE HALF
2 - HANDLE C-4171
3 - INSTALLER 8151 (INVERTED)
DRTRANSFER CASE - NV271 21 - 637
TRANSFER CASE - NV271 (Continued)