Dodge Durango (HB). Manual — part 1367
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OPERATION
As the position of the selector switch varies, the resistance between the Mode Sensor supply voltage pin and the Mode
Sensor output will vary. Hardware, software, and calibrations within the Front Control Module (FCM) are provided that
interpret the selector switch resistance as given in the table below: SELECTOR SWITCH INTERPRETATION
SELECTOR SWITCH INTERPRETATION
Required Interpretation
Resistance Range (ohms)
Shorted
<150
AWD+NEUTRAL
176-200
4LOCK+NEUTRAL
190-216
4LO+NEUTRAL
199-226
AWD (Default)
1159-1287
4LOCK
2259-2503
4LO
4820-5334
Open/Diagnostic
>19K
The internal structure and function of the selector switch is such that the connection is made to the Open/Diagnostic
resistor before the connection to the individual position resistors is broken. Because of this characteristic, if the
resistance between the Mode Sensor supply voltage pin and the Mode Sensor output pin is >19k ohms, the position
resistor is open.
ASSEMBLY-SHIFT MOTOR/MODE SENSOR
DESCRIPTION
The shift motor (1) is an electromechanical device
consisting of a DC permanent magnet motor, gear
train, and an analog position sensor. The shift motors’
overall function is to move and lock a gear that moves
the mode and range forks found in the transfer case.
This allows the transfer case to be shifted electrically
to multiple operating positions (4LOCK, AWD, N (neu-
tral), and 4LO). The operating current of the shift
motor under stall conditions is 30 amps maximum at
72° F with 13.5 volts, at the motor leads.
OPERATION
Shifting in the transfer case occurs when a Pulse Width Modulated (PWM) voltage is supplied to the shift motor by
the Front Control Module (FCM). A linear analog position sensor located inside the shift motor, provides the FCM
with the motors’ angular, rotational position. With this information, the FCM continuously knows the motors’ position,
and therefore allows it to accurately control the motors’ operation, including voltage polarity which is used to control
motor direction.
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TRANSFER CASE - NV244 GENII - SERVICE INFORMATION
21 - 873
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REMOVAL
NOTE: New shift motor assemblies are shipped in the AWD position. If a new shift motor assembly must be
installed, it will be necessary to shift the transfer case to the AWD position prior to motor installation.
1. Raise the vehicle on a suitable hoist.
2. Disengage the wiring connector from the shift
motor and mode sensor assembly.
3. Remove the bolts (3) holding the shift motor and
mode sensor assembly (2) onto the transfer case
(1).
4. Separate the shift motor and mode sensor assem-
bly (2) from the transfer case (1).
INSTALLATION
1. Verify that the shift motor o-ring is clean and prop-
erly positioned inside the machined o-ring groove
of the shift motor.
2. Add high temperature grease between the actuator
and the transfer case mating surface for sealing
purposes.
NOTE: Verify that the shift motor position and sec-
tor shaft orientation are aligned. It may be neces-
sary to manually shift the transfer case if the shift
motor and sector shaft are not aligned.
3. Position the shift motor and mode sensor assembly
(2) onto the transfer case (1).
4. Install the bolts (3) to hold the assembly (2) onto
the transfer case (1). Tighten the bolts to 16-24
N·m (12-18 ft.lbs.).
CAUTION: If the original shift motor and mode sensor assembly bolts are reused, be sure to use Mopar
T
Lock & Seal or Loctite™ 242 to replenish the lock patch material originally found on the bolts
5. Engage the wiring connector to the shift motor and mode sensor assembly.
6. Refill the transfer case as necessary.
7. Lower vehicle and verify transfer case operation.
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TRANSFER CASE - NV244 GENII - SERVICE INFORMATION
HB
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TIRES/WHEELS
TABLE OF CONTENTS
page
page
TIRES/WHEELS
. . . . . . . . . . . . . . . . . . . . 3
. . . . . . . . . . . . . . . . . . . . . . . . . . . 5
TIRES
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
. . . . . . . . . . . . . . . . . . . . . 7
MATCHING TIRE . . . . . . . . . . . . . . . . . . . . . . . 8
. . . . . . . . . . . . . . . . . . 8
. . . . . . . . . . . . . . . . . . . 8
. . . . . . . . . . . . . . . . . 9
. . . . . . . . . . . . . . . . . . . 10
. . . . . . . . . . . . . . . . . . . . 11
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
SPARE TIRE WINCH
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
. . . . . . . . . . . . . . . . . . . . . . . . . 13
WHEELS
. . . . . . . . . . . . . . . . . . . . . . 14
. . . . . . . . . . . . . . . . . . 14
. . . . . . . . . . . . . . . . . 15
. . . . . . . . . . . . . . . . 15
. . . . . . . . . . . . . . . . . . . . . . . 16
STUDS
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
. . . . . . . . . . . . . . . . . . . . . . . . . 17
TIRES/WHEELS
DIAGNOSIS AND TESTING
TIRE AND WHEEL RUNOUT
Radial runout is the difference between the high and
low points on the tire or wheel.
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TIRES/WHEELS
22 - 1
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Lateral runout is the wobble of the tire or wheel.
Lateral runout of more than 2.0 mm (.080 inch) mea-
sured near the shoulder of the tire may cause the
vehicle to shake.
Radial runout of more than 1.5 mm (.060 inch) mea-
sured at the center line of the tread may cause the
vehicle to shake.
Sometimes radial runout can be reduced. Relocate the
wheel and tire assembly on the mounting studs (See
Method 1). If this does not reduce runout to an accept-
able level, the tire can be rotated on the wheel. (See
Method 2).
METHOD 1 (RELOCATE WHEEL ON HUB)
1. Drive vehicle a short distance to eliminate tire flat spotting from a parked position.
2. Check wheel bearings and adjust if adjustable or replace if necessary.
3. Check the wheel mounting surface.
4. Relocate wheel on the mounting, two studs over from the original position.
5. Tighten wheel nuts until all are properly torqued, to eliminate brake distortion.
6. Check radial runout. If still excessive, mark tire sidewall, wheel, and stud at point of maximum runout and pro-
ceed to Method 2.
METHOD 2 (RELOCATE TIRE ON WHEEL)
Note: Rotating the tire on wheel is particularly effective when there is runout in both tire and wheel.
22 - 2
TIRES/WHEELS
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