2003 DODGE RAM differential

GROUP TAB LOCATOR
Introduction
0Lubrication & Maintenance
2Suspension
3Differential & Driveline
5Brakes
6Clutch
7Cooling
8AAudio
8BChime/Buzzer
8EElectronic Control Modules
8FEngine Systems
8GHeated Systems
8HHorn
8IIgnition Control
8JInstrument Cluster
8LLamps
8MMessage Systems
8NPower Systems
8ORestraints
8PSpeed Control
8QVehicle Theft Security
8RWipers/Washers
8WWiring
9Engine
11Exhaust System
13Frame & Bumpers
14Fuel System
19Steering
21Transmission and Transfer Case
22Tires/Wheels
23Body
24Heating & Air Conditioning
25Emissions Control
Component and System Index
Service Manual Comment Forms (Rear of Manual)

must alwaysbe a minimum of 44 percent, year-
round in all climates. If percentage is lower, engine
parts may be eroded by cavitation. Maximum protec-
tion against freezing is provided with a 68 percent
antifreeze concentration, which prevents freezing
down to -67.7ÉC (-90ÉF). A higher percentage will
freeze at a warmer temperature. Also, a higher per-
centage of antifreeze can cause the engine to over-
heat because specific heat of antifreeze is lower than
that of water.
CAUTION: Richer antifreeze mixtures cannot be
measured with normal field equipment and can
cause problems associated with 100 percent ethyl-
ene-glycol.
COOLANT SELECTION AND ADDITIVES
NOTE: Refer to the vehicle's coolant bottle to iden-
tify HOAT or Non-HOAT coolant. Non-HOAT coolant
is green in color.
The use of aluminum cylinder blocks, cylinder
heads and water pumps requires special corrosion
protection. Only MopartAntifreeze/Coolant, 5
Year/100,000 Mile Formula (glycol base coolant with
corrosion inhibitors called HOAT, for Hybrid Organic
Additive Technology) is recommended. This coolant
offers the best engine cooling without corrosion when
mixed with 50% distilled water to obtain to obtain a
freeze point of -37ÉC (-35ÉF). If it loses color or
becomes contaminated, drain, flush, and replace with
fresh properly mixed coolant solution.
CAUTION: Do not use coolant additives that are
claimed to improve engine cooling.
DESCRIPTION - TRANSFER CASE - NV241
GENII
Recommended lubricant for the NV241 GENII
transfer case is MopartATF +4, Automatic Trans-
mission Fluid.
DESCRIPTION - TRANSFER CASE - NV271
Recommended lubricant for the NV271 transfer
case is MopartATF +4, Automatic Transmission
Fluid.
DESCRIPTION - TRANSFER CASE - NV243
Recommended lubricant for the NV243 transfer case
is MopartATF +4, Automatic Transmission Fluid.
DESCRIPTION - TRANSFER CASE - NV273
Recommended lubricant for the NV273 transfer case
is MopartATF +4, Automatic Transmission Fluid.
DESCRIPTION - AXLE
NOTE: DaimlerChrysler recommends using MoparT
lubricants or lubricants of equal quality.
FRONT AXLE
²C205F - MopartGear Lubricant 75W-90
²9 1/4 AA - MopartSynthetic Gear Lubricant
75W-90
REAR AXLE
²9 1/4 - MopartSynthetic Gear Lubricant 75W-140
²10 1/2 AA - MopartSynthetic Gear Lubricant
75W-90
²11 1/2 AA - MopartSynthetic Gear Lubricant
75W-90
NOTE: Trac-LokTdifferentials require Limited Slip
Additive in the lubricant. Trac-RiteŸ differentials
DO NOT require Limited Slip Additive.
DESCRIPTION - MANUAL TRANSMISSION
NOTE: DaimlerChrysler recommends using MoparT
lubricants or lubricants of equal quality.
²
NV3500 - MopartManual Transmission Lubricant
²NV4500 - MopartSynthetic 75W85 Manual
Transmission Lubricant
²NV5600 - MopartManual Transmission Lubri-
cant
DESCRIPTION - AUTOMATIC TRANSMISSION
FLUID
NOTE: Refer to Service Procedures in this group for
fluid level checking procedures.
MopartATF +4, Automatic Transmission Fluid is
the recommended fluid for DaimlerChrysler auto-
matic transmissions.
Dexron II fluid IS NOT recommended. Clutch
chatter can result from the use of improper
fluid.
MopartATF +4, Automatic Transmission Fluid
when new is red in color. The ATF is dyed red so it
can be identified from other fluids used in the vehicle
such as engine oil or antifreeze. The red color is not
permanent and is not an indicator of fluid condition.
As the vehicle is driven, the ATF will begin to look
darker in color and may eventually become brown.
This is normal.ATF+4 also has a unique odor that
may change with age. Consequently, odor and color
cannot be used to indicate the fluid condition or the
need for a fluid change.
0 - 4 LUBRICATION & MAINTENANCEDR
FLUID TYPES (Continued)

DIFFERENTIAL & DRIVELINE
TABLE OF CONTENTS
page page
PROPELLER SHAFT......................1
HALF SHAFT...........................11
FRONT AXLE - C205F....................18
FRONT AXLE - 9 1/4 AA...................45REAR AXLE-91/4.......................69
REAR AXLE - 10 1/2 AA..................100
REAR AXLE - 11 1/2 AA..................127
PROPELLER SHAFT
TABLE OF CONTENTS
page page
PROPELLER SHAFT
DIAGNOSIS AND TESTING................1
STANDARD PROCEDURE.................3
SPECIFICATIONS........................6
SPECIAL TOOLS........................6
FRONT PROPELLER SHAFT
REMOVAL.............................6
INSTALLATION..........................7
REAR PROPELLER SHAFT
REMOVAL.............................7INSTALLATION..........................8
CENTER BEARING
REMOVAL.............................8
INSTALLATION..........................8
ADJUSTMENTS.........................8
SINGLE CARDAN UNIVERSAL JOINTS
DISASSEMBLY..........................9
ASSEMBLY.............................9
PROPELLER SHAFT
DIAGNOSIS AND TESTING
PROPELLER SHAFT VIBRATION
Tires that are out-of-round or wheels that are
unbalanced, will cause a low frequency vibration.
Brake drums that are unbalanced will cause a
harsh, low frequency vibration.Driveline vibration can also result from loose or
damaged engine mounts.
Propeller shaft vibration increases as the vehicle
speed is increased. A vibration that occurs within a
specific speed range is not usually caused by a pro-
peller shaft being unbalanced. Defective universal
joints or an incorrect propeller shaft angle are usu-
ally the cause of such a vibration.
DRDIFFERENTIAL & DRIVELINE 3 - 1

HALF SHAFT
TABLE OF CONTENTS
page page
HALF SHAFT
CAUTION.............................11
DIAGNOSIS AND TESTING................11
REMOVAL.............................11
INSTALLATION.........................12
SPECIFICATIONS.......................12
SPECIAL TOOLS.......................12CV JOINT-OUTER
REMOVAL.............................13
INSTALLATION.........................13
CV JOINT-INNER
REMOVAL.............................16
INSTALLATION.........................16
HALF SHAFT
CAUTION
CAUTION:: Never grasp half shaft assembly by the
boots. This may cause the boot to pucker or crease
and reduce the service life of the boot.
Avoid over angulating or stroking the C/V joints
when handling the half shaft.
Half shafts exposed to battery acid, transmission
fluid, brake fluid, differential fluid or gasoline may
cause the boots to deteriorate.
DIAGNOSIS AND TESTING
Check for grease at the inboard and outboard C/V
joint. This is a sign of boot or boot clamp damage.
NOISE/VIBRATION IN TURNS
A clicking noise or a vibration in turns could be
caused by a damaged outer C/V or inner tripod joint
seal boot or seal boot clamps. This will result in the
loss/contamination of the joint grease, resulting in
inadequate lubrication of the joint. Noise could also
be caused by another component of the vehicle com-
ing in contact with the half shafts.
CLUNKING NOISE DURING ACCELERATION
This noise may be a result of a damaged or worn
C/V joint. A torn boot or loose/missing clamp on the
inner/outer joint which has allowed the grease to be
lost will damage the C/V joint.
SHUDDER/VIBRATION DURING ACCELERATION
This problem could be a result of a worn/damaged
inner tripod joint or a sticking tripod joint. Improper
wheel alignment may also cause a shudder or vibra-
tion.
VIBRATION AT HIGHWAY SPEEDS
This problem could be a result of out of balance
front tires or tire/wheel runout. Foreign material
(mud, etc.) packed on the backside of the wheel(s)
will also cause a vibration.
REMOVAL
(1) Loosen lug nuts and hub nut while the with
the vehicle brakes applied.
(2) Raise and support the vehicle.
(3) Remove wheel and tire assembly
(4) Remove half shaft hub nut.
(5) Remove brake caliper and rotor.
(6) Position hydraulic jack under lower suspension
arm and raise jack to unload rebound bumper.
(7) Remove lower shock absorber bolt.
(8) Remove upper ball joint nut and seperate ball
with Remover 8677 (Fig. 1).
Fig. 1 UPPER BALL JOINT SEPARATION
1 - UPPER CONTROL ARM
2 - REMOVER
3 - STEERING KNUCKLE
DRHALF SHAFT 3 - 11

FRONT AXLE - C205F
TABLE OF CONTENTS
page page
FRONT AXLE - C205F
DESCRIPTION.........................18
OPERATION...........................18
DIAGNOSIS AND TESTING................18
REMOVAL.............................21
INSTALLATION.........................21
ADJUSTMENTS........................21
SPECIFICATIONS.......................29
SPECIAL TOOLS.......................30
AXLE SHAFTS
REMOVAL.............................33
INSTALLATION.........................33
AXLE SHAFT SEALS
REMOVAL.............................33
INSTALLATION.........................33
AXLE BEARINGS
REMOVAL.............................33INSTALLATION.........................34
PINION SEAL
REMOVAL.............................34
INSTALLATION.........................35
DIFFERENTIAL
DESCRIPTION.........................36
OPERATION...........................36
REMOVAL.............................36
DISASSEMBLY.........................37
ASSEMBLY............................38
INSTALLATION.........................38
DIFFERENTIAL CASE BEARINGS
REMOVAL.............................39
INSTALLATION.........................39
PINION GEAR/RING GEAR
REMOVAL.............................40
INSTALLATION.........................42
FRONT AXLE - C205F
DESCRIPTION
The axle consists of an alumunum center section
with an axle tube extending from one side. The tube
is pressed into the differential housing. The power is
transferred from the axle through two constant veloc-
ity (C/V) drive shafts to the wheel hubs. The drive
shafts are identical and interchangeable.
OPERATION
The axle receives power from the propeller shaft.
The propeller shaft is connected to the pinion gear
which rotates the differential through the gear mesh
with the ring gear bolted to the differential case. The
engine power is transmitted to the axle shafts
through the pinion mate and side gears. The side
gears are splined to the axle shafts.
DIAGNOSIS AND TESTING
GEAR NOISE
Axle gear noise can be caused by insufficient lubri-
cant, incorrect backlash, tooth contact, worn/damaged
gears or the carrier housing not having the proper
offset and squareness.
Gear noise usually happens at a specific speed
range. The noise can also occur during a specific type
of driving condition. These conditions are accelera-
tion, deceleration, coast, or constant load.When road testing, first warm-up the axle fluid by
driving the vehicle at least 5 miles and then acceler-
ate the vehicle to the speed range where the noise is
the greatest. Shift out-of-gear and coast through the
peak-noise range. If the noise stops or changes
greatly:
²Check for insufficient lubricant.
²Incorrect ring gear backlash.
²Gear damage.
Differential side gears and pinions can be checked
by turning the vehicle. They usually do not cause
noise during straight-ahead driving when the gears
are unloaded. The side gears are loaded during vehi-
cle turns. A worn pinion mate shaft can also cause a
snapping or a knocking noise.
BEARING NOISE
The axle shaft, differential and pinion bearings can
all produce noise when worn or damaged. Bearing
noise can be either a whining, or a growling sound.
Pinion bearings have a constant-pitch noise. This
noise changes only with vehicle speed. Pinion bearing
noise will be higher pitched because it rotates at a
faster rate. Drive the vehicle and load the differen-
tial. If bearing noise occurs, the rear pinion bearing
is the source of the noise. If the bearing noise is
heard during a coast, the front pinion bearing is the
source.
Worn or damaged differential bearings usually pro-
duce a low pitch noise. Differential bearing noise is
similar to pinion bearing noise. The pitch of differen-
3 - 18 FRONT AXLE - C205FDR

Condition Possible Causes Correction
Axle Shaft Broke 1. Misaligned axle tube. 1. Replace the broken shaft after
correcting tube mis-alignment.
2 Vehicle overloaded. 2. Replace broken shaft and avoid
excessive weight on vehicle.
3. Erratic clutch operation. 3. Replace broken shaft and avoid
or correct erratic clutch operation.
4. Grabbing clutch. 4. Replace broken shaft and inspect
and repair clutch as necessary.
Differential Cracked 1. Improper adjustment of the
differential bearings.1. Replace case and inspect gears
and bearings for further damage.
Set differential bearing pre-load
properly.
2. Excessive ring gear backlash. 2. Replace case and inspect gears
and bearings for further damage.
Set ring gear backlash properly.
3. Vehicle overloaded. 3. Replace case and inspect gears
and bearings for further damage.
Avoid excessive vehicle weight.
4. Erratic clutch operation. 4. Replace case and inspect gears
and bearings for further damage.
Avoid erratic use of clutch.
Differential Gears Scored 1. Insufficient lubrication. 1. Replace scored gears. Fill
differential with the correct fluid type
and quantity.
2. Improper grade of lubricant. 2. Replace scored gears. Fill
differential with the correct fluid type
and quantity.
3. Excessive spinning of one
wheel/tire.3. Replace scored gears. Inspect all
gears, pinion bores, and shaft for
damage. Service as necessary.
Loss Of Lubricant 1. Lubricant level too high. 1. Drain lubricant to the correct
level.
2. Worn axle shaft seals. 2. Replace seals.
3. Cracked differential housing. 3. Repair as necessary.
4. Worn pinion seal. 4. Replace seal.
5. Worn/scored yoke. 5. Replace yoke and seal.
6. Axle cover not properly sealed. 6. Remove, clean, and re-seal
cover.
Axle Overheating 1. Lubricant level low. 1. Fill differential to correct level.
2. Improper grade of lubricant. 2. Fill differential with the correct
fluid type and quantity.
3. Bearing pre-loads too high. 3. Re-adjust bearing pre-loads.
4. Insufficient ring gear backlash. 4. Re-adjust ring gear backlash.
3 - 20 FRONT AXLE - C205FDR
FRONT AXLE - C205F (Continued)

Condition Possible Causes Correction
Gear Teeth Broke 1. Overloading. 1. Replace gears. Examine other
gears and bearings for possible
damage.
2. Erratic clutch operation. 2. Replace gears and examine the
remaining parts for damage. Avoid
erratic clutch operation.
3. Ice-spotted pavement. 3. Replace gears and examine
remaining parts for damage.
4. Improper adjustments. 4. Replace gears and examine
remaining parts for damage. Ensure
ring gear backlash is correct.
Axle Noise 1. Insufficient lubricant. 1. Fill differential with the correct
fluid type and quantity.
2. Improper ring gear and pinion
adjustment.2. Check ring gear and pinion
contact pattern.
3. Unmatched ring gear and pinion. 3. Replace gears with a matched
ring gear and pinion.
4. Worn teeth on ring gear and/or
pinion.4. Replace ring gear and pinion.
5. Loose pinion bearings. 5. Adjust pinion bearing pre-load.
6. Loose differential bearings. 6. Adjust differential bearing
pre-load.
7. Mis-aligned or sprung ring gear. 7. Measure ring gear run-out.
Replace components as necessary.
8. Loose differential bearing cap
bolts.8. Inspect differential components
and replace as necessary. Ensure
that the bearing caps are torqued
tot he proper specification.
9. Housing not machined properly. 9. Replace housing.
REMOVAL
(1) Place transmission in netural.
(2) Raise and support the vehicle.
(3) Remove tire and wheel assemblies.
(4) Remove axle half shafts.
(5) Remove exhaust crossover.
(6) Mark front propeller shaft and remove shaft.
(7) Remove suspension crossmember mounting
bolts (Fig. 1) and remove crossmember.
(8) Support axle with hydraulic jack.
(9) Remove axle housing pinion mounting bolts
(Fig. 2).
(10) Remove axle shaft tube mounting bolts (Fig.
3).
(11) Remove differential housing mounting bolts
(Fig. 4).
(12) Lower axle from the vehicle.
INSTALLATION
(1) Raise axle into position.
(2) Install axle mounting bolts and tighten nuts to
95 N´m (70 ft. lbs.).
(3) Install suspension crossmember and bolts.
Tighten crossmember nuts to 102 N´m (75 ft. lbs.).
(4) Install front propeller shaft with reference
marks aligned (Fig. 5) and tighten bolts to 115 N´m
(85 ft. lbs.).
(5) Install exhaust crossover.
(6) Install axle half shafts.
(7) Check the differential fluid level and add fluid
if necessary.
(8) Install tire and wheel assemblies.
(9) Remove support lower the vehicle.
ADJUSTMENTS
Ring gear and pinion are supplied as matched sets
only. The identifying numbers for the ring gear and
DRFRONT AXLE - C205F 3 - 21
FRONT AXLE - C205F (Continued)

pinion are painted onto the pinion gear shaft and the
side of the ring gear. A plus (+) number, minus (±)
number or zero (0) along with the gear set sequence
number (01 to 99) is on each gear. This first number
is the amount (in thousandths of an inch) the depth
varies from the standard depth setting of a pinion
marked with a (0). The next two numbers are the
sequence number of the gear set. The standard set-
ting from the center line of the ring gear to the backface of the pinion is 99.690 mm (3.925 in.). The stan-
dard depth provides the best teeth contact pattern.
Compensation for pinion depth variance is
achieved with select shims. The shims are placed
Fig. 1 SUSPENSION CROSSMEMBER
1 - PINION FLANGE
2 - AXLE TUBE MOUNTING BRACKET
3 - CROSSMEMBER BOLTS
Fig. 2 HOUSING PINION MOUNTING BOLTS
1 - MOUNTING BOLTS
2 - PINION FLANGE
Fig. 3 AXLE TUBE MOUNT
1 - MOUNTING BOLTS
2 - BOLTS
Fig. 4 DIFFERENTIAL MOUNT
1 - DIFFERENTIAL MOUNT
2 - DIFFERENTIAL HOUSING
3 - MOUNTING BOLTS
3 - 22 FRONT AXLE - C205FDR
FRONT AXLE - C205F (Continued)