2003 DODGE RAM lock

INSTALLATION
NOTE: There is enough slack in the wire to pull out
the connector from the lever.
(1) Pull the connector out of the lever just enough
to grasp it.
CAUTION: Be careful not to bend the pins on the
overdrive off switch. Use care when installing the
switch, as it is not indexed, and can be accidentally
installed incorrectly.
(2) Install the overdrive off switch into the connec-
tor (Fig. 109)
(3) Push the overdrive off switch and wiring into
the shift lever.
(4) Install the overdrive off switch retainer onto
the shift lever.
PISTONS
DESCRIPTION
There are several sizes and types of pistons used in
an automatic transmission. Some pistons are used to
apply clutches, while others are used to apply bands.
They all have in common the fact that they are round or
circular in shape, located within a smooth walled cylin-
der, which is closed at one end and converts fluid pres-
sure into mechanical movement. The fluid pressure
exerted on the piston is contained within the system
through the use of piston rings or seals.
OPERATION
The principal which makes this operation possible
is known as Pascal's Law. Pascal's Law can be statedas: ªPressure on a confined fluid is transmitted
equally in all directions and acts with equal force on
equal areas.º
PRESSURE
Pressure (Fig. 110) is nothing more than force (lbs.)
divided by area (in or ft.), or force per unit area.
Given a 100 lb. block and an area of 100 sq. in. on
the floor, the pressure exerted by the block is: 100
lbs. 100 in or 1 pound per square inch, or PSI as it is
commonly referred to.
PRESSURE ON A CONFINED FLUID
Pressure is exerted on a confined fluid (Fig. 111) by
applying a force to some given area in contact with
the fluid. A good example of this is a cylinder filled
with fluid and equipped with a piston that is closely
fitted to the cylinder wall. If a force is applied to the
piston, pressure will be developed in the fluid. Of
course, no pressure will be created if the fluid is not
confined. It will simply ªleakº past the piston. There
must be a resistance to flow in order to create pres-
sure. Piston sealing is extremely important in
hydraulic operation. Several kinds of seals are used
to accomplish this within a transmission. These
include but are not limited to O-rings, D-rings, lip
seals, sealing rings, or extremely close tolerances
between the piston and the cylinder wall. The force
exerted is downward (gravity), however, the principle
remains the same no matter which direction is taken.
The pressure created in the fluid is equal to the force
applied, divided by the piston area. If the force is 100
lbs., and the piston area is 10 sq. in., then the pres-
sure created equals 10 PSI. Another interpretation of
Fig. 109 Install the Overdrive Off Switch
1 - GEAR SHIFT LEVER
2 - OVERDRIVE OFF SWITCH WIRING CONNECTOR
3 - OVERDRIVE OFF SWITCH
Fig. 110 Force and Pressure Relationship
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 569
OVERDRIVE SWITCH (Continued)

STATOR
The stator assembly (Fig. 120) is mounted on a sta-
tionary shaft which is an integral part of the oil
pump. The stator is located between the impeller and
turbine within the torque converter case (Fig. 121).
The stator contains an over-running clutch, which
allows the stator to rotate only in a clockwise direc-
tion. When the stator is locked against the over-run-
ning clutch, the torque multiplication feature of the
torque converter is operational.
TORQUE CONVERTER CLUTCH (TCC)
The TCC (Fig. 122) was installed to improve the
efficiency of the torque converter that is lost to the
slippage of the fluid coupling. Although the fluid cou-
pling provides smooth, shock-free power transfer, it is
natural for all fluid couplings to slip. If the impeller
and turbine were mechanically locked together, a
zero slippage condition could be obtained. A hydraulic
piston with friction material was added to the tur-
bine assembly to provide this mechanical lock-up.
In order to reduce heat build-up in the transmission
and buffer the powertrain against torsional vibrations,
the TCM can duty cycle the L/R-CC Solenoid to achieve
a smooth application of the torque converter clutch.
This function, referred to as Electronically Modulated
Converter Clutch (EMCC) can occur at various times
depending on the following variables:
²Shift lever position
²Current gear range
²Transmission fluid temperature
²Engine coolant temperature
²Input speed
²Throttle angle
²Engine speed
Fig. 120 Stator Components
1 - CAM (OUTER RACE)
2 - ROLLER
3 - SPRING
4 - INNER RACE
Fig. 121 Stator Location
1-STATOR
2 - IMPELLER
3 - FLUID FLOW
4 - TURBINE
Fig. 122 Torque Converter Clutch (TCC)
1 - IMPELLER FRONT COVER
2 - THRUST WASHER ASSEMBLY
3 - IMPELLER
4-STATOR
5 - TURBINE
6 - PISTON
7 - FRICTION DISC
21 - 578 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR
TORQUE CONVERTER (Continued)

OPERATION
The converter impeller (Fig. 123) (driving member),
which is integral to the converter housing and bolted
to the engine drive plate, rotates at engine speed.
The converter turbine (driven member), which reacts
from fluid pressure generated by the impeller, rotates
and turns the transmission input shaft.
TURBINE
As the fluid that was put into motion by the impel-
ler blades strikes the blades of the turbine, some of
the energy and rotational force is transferred into the
turbine and the input shaft. This causes both of them
(turbine and input shaft) to rotate in a clockwise
direction following the impeller. As the fluid is leav-
ing the trailing edges of the turbine's blades it con-
tinues in a ªhinderingº direction back toward the
impeller. If the fluid is not redirected before it strikes
the impeller, it will strike the impeller in such a
direction that it would tend to slow it down.
STATOR
Torque multiplication is achieved by locking the
stator's over-running clutch to its shaft (Fig. 124).
Under stall conditions (the turbine is stationary), the
oil leaving the turbine blades strikes the face of the
stator blades and tries to rotate them in a counter-
clockwise direction. When this happens the over-run-ning clutch of the stator locks and holds the stator
from rotating. With the stator locked, the oil strikes
the stator blades and is redirected into a ªhelpingº
direction before it enters the impeller. This circula-
tion of oil from impeller to turbine, turbine to stator,
and stator to impeller, can produce a maximum
torque multiplication of about 2.4:1. As the turbine
begins to match the speed of the impeller, the fluid
that was hitting the stator in such as way as to
cause it to lock-up is no longer doing so. In this con-
dition of operation, the stator begins to free wheel
and the converter acts as a fluid coupling.
TORQUE CONVERTER CLUTCH (TCC)
In a standard torque converter, the impeller and
turbine are rotating at about the same speed and the
stator is freewheeling, providing no torque multipli-
cation. By applying the turbine's piston and friction
material to the front cover, a total converter engage-
ment can be obtained. The result of this engagement
is a direct 1:1 mechanical link between the engine
and the transmission.
The clutch can be engaged in second, third, fourth,
and fifth (if appicable) gear ranges depending on
overdrive control switch position. If the overdrive
control switch is in the normal ON position, the
clutch will engage after the shift to fourth gear. If the
Fig. 123 Torque Converter Fluid Operation - Typical
1 - APPLY PRESSURE 3 - RELEASE PRESSURE
2 - THE PISTON MOVES SLIGHTLY FORWARD 4 - THE PISTON MOVES SLIGHTLY REARWARD
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 579
TORQUE CONVERTER (Continued)

control switch is in the OFF position, the clutch will
engage after the shift to third gear.
The TCM controls the torque converter by way of
internal logic software. The programming of the soft-
ware provides the TCM with control over the L/R-CC
Solenoid. There are four output logic states that can
be applied as follows:
²No EMCC
²Partial EMCC
²Full EMCC
²Gradual-to-no EMCC
NO EMCC
Under No EMCC conditions, the L/R Solenoid is
OFF. There are several conditions that can result in
NO EMCC operations. No EMCC can be initiated
due to a fault in the transmission or because the
TCM does not see the need for EMCC under current
driving conditions.
PARTIAL EMCC
Partial EMCC operation modulates the L/R Sole-
noid (duty cycle) to obtain partial torque converter
clutch application. Partial EMCC operation is main-
tained until Full EMCC is called for and actuated.
During Partial EMCC some slip does occur. Partial
EMCC will usually occur at low speeds, low load and
light throttle situations.
FULL EMCC
During Full EMCC operation, the TCM increases
the L/R Solenoid duty cycle to full ON after Partial
EMCC control brings the engine speed within thedesired slip range of transmission input speed rela-
tive to engine rpm.
GRADUAL-TO-NO EMCC
This operation is to soften the change from Full or
Partial EMCC to No EMCC. This is done at mid-
throttle by decreasing the L/R Solenoid duty cycle.
REMOVAL
(1) Remove transmission and torque converter
from vehicle.
(2) Place a suitable drain pan under the converter
housing end of the transmission.
CAUTION: Verify that transmission is secure on the
lifting device or work surface, the center of gravity
of the transmission will shift when the torque con-
verter is removed creating an unstable condition.
The torque converter is a heavy unit. Use caution
when separating the torque converter from the
transmission.
(3) Pull the torque converter forward until the cen-
ter hub clears the oil pump seal.
(4) Separate the torque converter from the trans-
mission.
INSTALLATION
Check converter hub and drive flats for sharp
edges, burrs, scratches, or nicks. Polish the hub and
flats with 320/400 grit paper or crocus cloth if neces-
sary. Verify that the converter hub o-ring is properly
installed and is free from debris. The hub must be
smooth to avoid damaging the pump seal at installa-
tion.
(1) Lubricate oil pump seal lip with transmission
fluid.
(2) Place torque converter in position on transmis-
sion.
CAUTION: Do not damage oil pump seal or con-
verter hub o-ring while inserting torque converter
into the front of the transmission.
(3) Align torque converter to oil pump seal open-
ing.
(4) Insert torque converter hub into oil pump.
(5) While pushing torque converter inward, rotate
converter until converter is fully seated in the oil
pump gears.
(6) Check converter seating with a scale and
straightedge (Fig. 125). Surface of converter lugs
should be at least 13 mm (1/2 in.) to rear of straight-
edge when converter is fully seated.
(7) If necessary, temporarily secure converter with
C-clamp attached to the converter housing.
(8) Install the transmission in the vehicle.
Fig. 124 Stator Operation
1 - DIRECTION STATOR WILL FREE WHEEL DUE TO OIL
PUSHING ON BACKSIDE OF VANES
2 - FRONT OF ENGINE
3 - INCREASED ANGLE AS OIL STRIKES VANES
4 - DIRECTION STATOR IS LOCKED UP DUE TO OIL PUSHING
AGAINST STATOR VANES
21 - 580 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR
TORQUE CONVERTER (Continued)

545RFE PRESSURE SWITCH STATES
GEAR L/R 2C 4C UD OD
ROP OP OP OP OP
P/NCL OP OP OP OP
1STCL* OP OP CL OP
2NDOP CL OP CL OP
2ND
PRIMEOP OP CL CL OP
DOP OP OP CL CL
4THOP OP CL OP CL
5THOP CL OP OP CL
*L/R is closed if output speed is below 100 rpm in
Drive and Manual 2. L/R is open in Manual 1.
A Diagnostic Trouble Code (DTC) will set if the
TCM senses any switch open or closed at the wrong
time in a given gear.
REMOVAL
(1) Remove the valve body from the transmission
(Fig. 127).
(2) Remove the screws holding the transmission
solenoid/TRS assembly onto the valve body (Fig. 128).
(3) Separate the transmission solenoid/TRS assem-
bly from the valve body.
INSTALLATION
(1) Place TRS selector plate in the PARK position.
(2) Position the transmission solenoid/TRS assem-
bly onto the valve body. Be sure that both alignmentdowels are fully seated in the valve body and that
the TRS switch contacts are properly positioned in
the selector plate
(3) Install the screws to hold the transmission
solenoid/TRS assembly onto the valve body.
(4) Tighten the solenoid assembly screws adjacent
to the arrows cast into the bottom of the valve body
first. Tighten the screws to 5.7 N´m (50 in.lbs.).
(5) Tighten the remainder of the solenoid assembly
screws to 5.7 N´m (50 in.lbs.).
(6) Install the valve body into the transmission.
TRANSMISSION
TEMPERATURE SENSOR
DESCRIPTION
The transmission temperature sensor is a ther-
mistor that is integral to the Transmission Range
Sensor (TRS).
OPERATION
The transmission temperature sensor is used by
the TCM to sense the temperature of the fluid in the
sump. Since fluid temperature can affect transmis-
sion shift quality and convertor lock up, the TCM
requires this information to determine which shift
schedule to operate in.
Calculated Temperature
A failure in the temperature sensor or circuit will
result in calculated temperature being substituted for
actual temperature. Calculated temperature is a pre-
Fig. 127 Valve Body Bolts
1 - VALVE BODY TO CASE BOLT (6)
Fig. 128 Ttransmission Solenoid/TRS Assembly
Screws
1 - SOLENOID PACK BOLTS (15)
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 583
TRANSMISSION SOLENOID/TRS ASSEMBLY (Continued)

Condition Possible Cause Correction
Noisy in, or jumps out of, four wheel
drive low range.1) Transfer case not completely
engaged in 4L position.1) With the transmission in
NEUTRAL, or the clutch depressed
in the case of a manual
transmission and the vehicle moving
under 3-4 km/h (2-3 mph), shift the
transfer case to NEUTRAL and then
shift into the 4L position.
2) Shift linkage out of adjustment. 2) Adjust linkage.
3) Shift linkage loose or binding. 3) Tighten, lubricate, or repair
linkage as necessary.
4) Range fork damaged, inserts
worn, or fork is binding on the shift
rail.4) Disassemble unit and repair as
necessary.
5) Low range gear worn or
damaged.5) Disassemble unit and repair as
necessary.
Lubricant leaking from output shaft
seal or vent.1) Transfer case overfilled. 1) Drain lubricant to the correct
level.
2) Vent closed or restricted. 2) Clear or replace vent as
necessary.
3) Output shaft seals damaged or
installed incorrectly.3) Replace seal as necessary.
Check to ensure that another
component, the propeller shaft slip
yoke for example, is not causing
damage to seal.
Abnormal tire wear. 1) Extended operation on hard, dry
surfaces in the 4H position.1) Operate vehicle in the 2H
position on hard, dry surfaces.
REMOVAL
(1) Raise and support vehicle.
(2) Remove skid plate, if equipped. (Refer to 13 -
FRAMES & BUMPERS/FRAME/TRANSFER CASE
SKID PLATE - REMOVAL)
(3) Position drain oil container under transfer
case.
(4) Remove transfer case drain plug and drain
lubricant into container.
(5) Disconnect vent hose and transfer case position
sensor connector.
(6) Disconnect shift rod from grommet in transfer
case shift lever, or from floor shift arm whichever
provides easy access. Use channel lock style pliers to
press rod out of lever grommet.
(7) Support transmission with jack stand.
(8) Mark front and rear propeller shafts for assem-
bly reference.(9) Remove front and rear propeller shafts. (Refer
to 3 - DIFFERENTIAL & DRIVELINE/PROPELLER
SHAFT/PROPELLER SHAFT - REMOVAL)
(10) Support transfer case with suitable jack.
Secure transfer case to jack with safety chains.
(11) Remove nuts attaching transfer case to trans-
mission.
(12) Move transfer case assembly rearward until
free of transmission output shaft.
(13) Lower jack and move transfer case from
under vehicle.
DISASSEMBLY
Position transfer case in a shallow drain pan.
Remove drain plug and drain any remaining lubri-
cant remaining in case.
DRTRANSFER CASE - NV241 GENII 21 - 593
TRANSFER CASE - NV241 GENII (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)