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Discussion Starter · #1 ·
Hi , everybody , thanks for my joining . have a 1996 Dodge cummins 5 speed , when a hit a bump in the road my dodge starts a grinding noise under the floor , I,m thinking it is a Dodgy transfer box , can I buy one from a petrol Dodge 1500 or are they all different please ? or is the problem a different one ? how to tell , had it on a ramp cant see a problem .
 

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The only petrol transfer case that fits the Cummins is from the V10, which didn't come in the Dodge 1500.  Long story short - no - you can't. 
 

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bumps should NOT cause a transfer to MAKE or not make a noise , I'd be looking at / for something like exhaust even touching frame/body somewhere , and/or bad trans / motor mounts before I replaced a transfer case because of a bump induced noise .
 

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http://dodgeram.info/tsb/1997/21-12-97.htm

TSB 21-12-97
Transfer Case Shifter Buzz or Rattle
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for Truck accessories. Geno's Garage Truck Accessories

Date: Aug 29, 1997 This bulletin supersedes TSB 21-13-96.

Models: 1996 - 1997 BR Ram Truck

Symptoms:

A buzz or clatter may be heard from the 4X4 transfer case shifter at an engine speed of aprox 2000 RPM. The condition may worsen when the engine is under a load.

NOTE: THE BUZZ OR RATTLE WILL BE MORE NOTICEABLE ON VEHICLES EQUIPPED WITH THE 5.9L CUMMINS DIESEL.

Diagnosis:

Drive the vehicle to aprox 50 mph. Shift manual into OD or on automatic allow OD and torque converter to engage. Accelerate to an engine speed of aprox 2100 rpm.

NOTE: VEHICLES WITH AUTOMATIC TRANSMISSION MUST BE DIAGNOSED WITH TRANSMISSION IN OD AND TORQUE CONVERTER LOCKED.

Perform the repair procedure if a buzz or clatter is heard coming from the transfer case shifter.

Repair:

Bend the shift lever spring reaction tab outward to increase the spring tension on the shift lever.

Raise vehicle on a lift.
Locate the shift lever spring reaction tab on the shifter lever assembly (fig 1).
Using a suitable pry bar, bent the tab outward approximately 1/4 - 3/8 in (fig 2).

NOTE: See Also Transfer Case Shifter Noise Cures for a couple of DIY fixes people have used.
 

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http://dodgeram.info/tsb/1998/21-04-98.htm

TSB 21-04-98
Manual Transmission Gear Rattle At Operating Temperatures
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for Truck accessories. Geno's Garage Truck Accessories

Date: Feb. 20,1998

THIS BULLETIN SUPERSEDES TECHNICAL SERVICE BULLETIN 21-13-97, DATED NOV. 7,1997, WHICH SHOULD BE REMOVED FROM YOUR FILES AND NOTED IN THE 1997 TECHNICAL SERVICE BULLETIN MANUAL (PUBLICATION NO. 81-699- 98004). 1997 MODELS HAVE BEEN ADDED

Models: 1995 - l997 (BR) Ram Trucks V10 Manual

NOTE: THIS BULLETIN APPLIES TO VEHICLES EQUIPPED WITH AN 8.0L ENGINE AND MANUAL TRANSMISSION.

Symptoms:

Gear rattle may occur when ambient temperatures are high, the transmission is at operating temperature and the vehicle operator accelerates in 4th or 5th gear from approximately 30 to 55 mph.

Neutral gear rattle may occur when ambient temperatures are high, the transmission is at operating temperature with the engine idling, and the transmission in neutral with the clutch pedal released.

Diagnosis:

NOTE: DIAGNOSIS MUST OCCUR WHEN THE TRANSMISSION IS AT FULL OPERATING TEMPERATURE.

With the vehicle fully warmed-up and stopped, apply the parking brake. With the transmission in neutral and the engine at idle, depress and release the clutch pedal (disengage and engage the clutch). If the gear rattle sound goes away when the clutch pedal is depressed and held down, perform the Repair Procedure.

NOTE: YOU MUST REMOVE YOUR FOOT FROM THE CLUTCH PEDAL AFTER RELEASING IT TO PERFORM A PROPER DIAGNOSIS.

Also check for transmission gear rattle by releasing the parking brake and driving the vehicle, being sure to accelerate from 30 to 50 mph in 4th gear and then again in 5th gear. If a gear rattle sound is heard while accelerating from 30 to 50 mph in 4th or 5th' gear, perform the Repair Procedure.

Parts:

1 52107666 Disc, Clutch
AR (1) 53008464 Propshaft, 134 in. Wheel Base, 2WD
AR (1) 52098244 Propshaft, 134 in. Wheel Base, 4WD w/ Std. Duty Transfer Case
AR (1) 52088038 Propshaft, 134 in. Wheel Base, 4WD w/ Heavy Duty Transfer Case,
(Built Prior To May 6, 1996 - MDH 0506XX)
AR (1) 52105118 Propshaft, 134 in. Wheel Base, 4WD w/ Heavy Duty Transfer Case,
(Built After May 5, 1996 - MDH 0505XX)
AR (1) 53009720 Propshaft, 138 in. Wheel Base, 2WD
AR (1) 52088048 Propshaft, 138 in. Wheel Base, 4WD,
(Built Prior To May 6, 1996 - MDH 0506XX)
AR (1) 52105121 Propshaft, 138 in. Wheel Base, 4WD,
(Built After May 5, 1996 - MDH 0505XX)
AR (1) 52087688 Propshaft, 154 in. Wheel Base, 2WD
AR (1) 52099131 Propshaft, 154 in. Wheel Base, 4WD w/ Std. Duty Transfer Case
AR (1) 52099096 Propshaft, 154 in. Wheel Base, 4WD w/ Heavy Duty Transfer Case,
(Built Prior To May 6, 1996 - MDH 0506XX)
AR (1) 52105125 Propshaft, 154 in. Wheel Base, 4WD w/ Heavy Duty Transfer Case,
(Built After May 5, 1996 - MDH 0505XX)
AR (1) 53009722 Propshaft, 162 in. Wheel Base, 2WD
AR (1) 52088052 Propshaft, 162 in. Wheel Base, 4WD,
(Built Prior To May 6, 1996 - MDH 0506XX)
AR (1) 52105117 Propshaft, 162 in. Wheel Base, 4WD,
(Built After May 5, 1996 - MDH 0505XX)
2 4428723 Strap, Rear U-joint 4 6034965 Bolt, Strap, Rear U-joint

NOTE: TRANSFER CASES BUILT PRIOR TO MAY 6,1996 HAVE AN OUTPUT SHAFT THAT IS 1.33 IN. IN DIAMETER WITH 32 SPLINES. TRANSFER CASES BUILT AFTER MAY 5,1996 HAVE AN OUTPUT SHAFT THAT IS 1.55 IN. IN DIAMETER WITH 31 SPLINES.

Repair:

This bulletin involves installing a revised clutch disc and propshaft.

1. Using the procedures outlined in the appropriate service manual, install revised clutch disc p/n 52107666 and the appropriate revised propshaft specified in the Parts Required section of this bulletin.

NOTE: DO NOT REUSE THE ORIGINAL REAR U-JOINT BOLTS OR STRAPS.

Notes:

POLICY: Reimbursable within the provisions of the warranty.

TIME ALLOWANCE
Labor Operation No:
06-20-01-97 Clutch Disc Replace .............................. 2.6 Hrs.

Optional Equipment:
06-20-01-63 Equipped with 4WD ............................... 0.8 Hrs.
06-20-01-60 Equipped With A Skid Plate ................... 0.2 Hrs.

FAILURE CODE. P8 - New Part
 

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http://dodgeram.info/tsb/1998/21-10-98a.htm

TSB 21-10-98
Loss of fifth gear
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for Truck accessories. Geno's Garage Truck Accessories

Date: Sep 25, 1998 - Loss of fifth gear

This TSB supersedes TSB 21-10-98, which should be removed from files. New revisions are highlighted with **asterisks** and includes adding the 1999 model year and a new procedure to install the fifth gear nut..

Models: Models: 1994-1999 BR/BE Ram trucks

Note: THIS BULLETIN APPLIES TO VEHICLES WITH A NV4500 MANUAL TRANSMISSION AND THE 8.0L V10 GAS ENGINE OR THE 5.9L CUMMINS ENGINE.

Symptoms:

Transmission operates normally through all ranges EXCEPT fifth gear

Diagnosis:

If the vehicle will move or attempt to move from a standing start in 5th gear, the vehicle will have to be road tested. If the vehicle does NOT move or engine rpm drop as clutch is engaged, perform the Repair Procedure.

Road test on a road that will allow operation safely in 5th gear. If the transmission pops out of 5th gear or 5th cannot be obtained, perform the Repair procedure.

Repair:

TSB 21-10-98a figures and instructions.

NOTE: Instructions run for 12 pages. I have posted the instructions and figures so people can see the special tools required and the scope of the procedure. The file with figures is about 335k, and will take some time to load. Don't try to look at it when the network is busy or if you have a slow connection! If people can't get this large file to load, email me and I will break it into 4 smaller pieces.

Notes:

From Bob Bergevin:
The repair procedure involves removal of the transfer case and the extension/adapter housing of the transmission and the drive shafts as well. The procedure requires several special tools (#'s 6743, 6993 or 6984 [4X2 or 4X4]) and the 5th gear nut has been assembled at 300ft/lbs torque AND Loctite! However, it may have been damaged enough to be already loose! Puller tool set # 6444 will be needed to go further. In addition #'s 6444-1 and rods 6444-3 or 6444-4 to pull are needed and then tool # 6820 to pull 5th gear off the splines. Had enough? Remember after this is done, it all has to go back together again!!

The procedure requires several tools not usually found in a watchmakers tool box. It would be rather difficult to perform in your driveway or on the kitchen table. My suggestion would be to contact your dealer and work with him if this is your problem. I suspect that his would be covered in the "policy" portion of the Service Managers responsibilities in that he can provide warranty coverage as a "policy" if the vehicle is out of warranty. He needs to work with his CC rep in this instance. You need to work WITH both of them to get what you want. Be nice, EVEN IF IT HURTS!

The CC time allowance is 2.5 hours for 4X2 and 3.4 hours for 4X4 plus another 0.2 hours if it has a skid plate. Not being a mechanic, I would still advise that this appears not to be a driveway job!! The job is reimbursable to the dealer "...within provisions of the warranty". TSB's are often "loosely" interpreted and if the problem was a problem in the warranty period, it will be carried out later. BE NICE TO YOUR DEALER IF YOU ARE OVER TIME AND/OR MILEAGE.

TRANSMISSION OPERATING NOTE:

From comments made by Dave Fritz my email address and by Joe Donnelly Drdonnelly]a[aol_com:

MOST FIFTH GEAR NUT PROBLEMS WITH A DIESEL ENGINE ARE DUE TO ENGINE LUGGING WHILE IN OD. Vibration induced by the engine power pulses at low RPM can pound the 5th gear retaining nut loose. Keep the engine speed above 1500 RPM while in OD. If the engine is pulling hard and engine speed is below 1600 rpm, SHIFT INTO 4th GEAR!
 

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http://dodgeram.info/tsb/1999/T3-EL-399.htm

Tech Article T3-EL-399

Snap Ring Breakage On New Process Output Shaft
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for Truck accessories. Geno's Garage Truck Accessories

Date: March 1999

Models: 1994-1999 (BR/BE) Ram Truck

Includes all vehicles equipped with a NP/NV 231, 233, 241, 245, and 246 transfer cases.

Discussion:

For more than a decade, we have had breakage problems with the snap ring that is located on the main shaft (output shaft), directly behind shaft rear bearing. The transfer cases that are affected by this problem were manufactured by New Process from 1988 to present and do not have a bolt-on rear yoke. In most cases, a transfer case with a bolt-on rear yoke will not have a snap ring on the main shaft bearing. The problematic transfer cases are found in General Motors and Chrysler full size pickups from 1988 to the present and in some mid-size 4X4 vehicles from 1992 to the present.

Although there are some cases of fatigue breakage, these snap rings usually break as a result of excessive forward force on the output shaft. As the rear suspension moves up and down, the changing geometry of the drive shaft moves the yolk backward and forward. Any spline bind further magnifies the effect of this motion. Aging lubricants and increased torque loads also add to this problem.

Other changes in the vehicle can also contribute to forces on the output shaft (see Fig. 1). Lift kits change the geometry of the drive shafts. Care should be taken so that the U-joint does not exceed 7-1/2 degrees. Increasing tire size also puts more load on the drive line components. In addition, we can't forget the always popular overloading the vehicle.

For years we have lived with customer complaints about pickups that had a clunk or release feeling as the vehicle came to a stop or as they released the brake to go again. The fix was to put a lubricant that contained Teflon on the splines (GM part #12345718). All we were doing was making the splines more slippery, thus reducing some bind, yet it did make the customer happier.

The original snap ring has a hardness of about 60 Rockwell C. This may be too brittle some of the forces to which it is exposed. A better substitute may be the eyelet snap ring (Mopar Part # 06025570), found on the 727 output shaft. It is about .005 " thicker and has a hardness of about 51 Rockwell C (see Figure 2). This snap ring is the correct size for most 241, 245, 246, and 233 transfer cases. For the :231 and other smaller transfer cases, the eyelet snap ring found on the 904 output shaft is the correct diameter but is .015" too thick. It must be surface ground to about .075"-.078" to work. Substituting these alternatives for the more brittle, original snap rings should reduce the likelihood of snap ring breakage.

Awareness of some of the factors that contribute to snap ring breakage can be helpful in understanding this problem and perhaps, preventing it. Hopefully, by utilizing alternative parts, you and your customers will see better results in the long run.

It appears that this Tip was originally published in the March 1999 issue of Transmission Digest.
 
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