4WD/AWD Operation, Diagnosis, and Repair: Front Axle Disconnect

4WD/AWD Operation, Diagnosis, and Repair
��
CAN CAN
Bus Bus
Rear Output Ignition

LOW
Speed Sensor Run/Stat
HIGH Transfer Case
7
Selector Switch
3 Mode Select Return
Front Output
LOW
Speed Sensor
HIGH N
1 Signal
R7 219 Ohms
R6 20,000 Ohms
Front Axle 4LO 2WD
Disconnect
R5 6,800 Ohms
Front Axle Lock Signal 4
4LOCK
Front Axle Feed 3 4AUTO
R4 2,700 Ohms
R1
685.7
Ohms R3 1,300 Ohms
Logic Motor
R2 750 Ohms
Speed Act Lock Signal 2 All Resistors have
a Tolerance of 5%
6 4WD Neutral Indicator

Motor
Driver
1 Ground 4 Dimming Signal
Transfer Case Motor Ground

5
5V Supply
Transfer Case Encoder Signal

Sensor Ground
Transfer Case Motor A Signal
Transfer Case Motor B Signal
Transfer Case Motor Lock Signal
Switched B+ Supply
06018-084
TABLE OF CONTENTS
INTRODUCTION AND OBJECTIVES ................................................................... 1

ACRONYMS ....................................................................................................... 5
MODULE 1 TRANSFER CASE OVERVIEW.......................................................... 7
NEW VENTURE GEAR (NVG) IDENTIFICATION .................................................. 7
MS140 IDENTIFICATION ................................................................................... 8
GEAR RATIOS AND APPLICATION ..................................................................... 8
MAINTENANCE.................................................................................................. 9
TOWING PROCEDURES .................................................................................... 9
LUBRICANT ..................................................................................................... 10
NVG Fluid Level ........................................................................................ 10
MS140 Fill And Level Check ..................................................................... 11
MODULE 2 ELECTRICAL AND BUS SYSTEMS ................................................. 13
TCCM TWO-STATE INPUT CIRCUIT ................................................................. 15
TCCM MULTIPLEXED (MUX) SWITCH CIRCUIT ............................................... 16
MODULE FAULT RECOGNITION ...................................................................... 17
Short to Ground ....................................................................................... 17
Open Circuit ............................................................................................. 18
Short to Power .......................................................................................... 19
CAN BUS ......................................................................................................... 20
Background .............................................................................................. 20
Normal Operation ..................................................................................... 22
Diagnostic CAN C ..................................................................................... 25
Gateway And Central Gateway Module (CGW) ........................................... 25
CAN C Operation ...................................................................................... 26
CAN B Operation ...................................................................................... 27
Fault Resistance ....................................................................................... 29
PCI BUS .......................................................................................................... 30
BACKGROUND ......................................................................................... 30
Normal Operation ..................................................................................... 30
Circuit Description ................................................................................... 31
Bias and Termination ............................................................................... 32
i
MODULE 3 TRANSFER CASE OPERATION ...................................................... 35

INTRODUCTION .............................................................................................. 35
FLANGES AND YOKES .................................................................................... 36
SHIFT SYSTEMS .............................................................................................. 38
ELECTRONIC TRANSFER CASE OPERATION................................................... 40
Transfer Case Selector Switch ................................................................... 40
Transfer Case Control Module (TCCM) ...................................................... 42
Transfer Case Mode Sensor/Shift Motor ................................................... 43
TCCM Controlled Electronic Transfer Case Operation ............................... 44
FCM and Cluster-Controlled Electronic Transfer Case Operation .............. 46
TIPM and CCN Controlled Electronic Transfer Case Operation .................. 48
Final Drive Control Module (FDCM) Controlled Electronic Transfer Case
Operation ................................................................................................. 50
Neutral Shift Procedure ............................................................................ 52
MODULE 4 DIAGNOSIS OF ELECTRICAL/MECHANICAL TRANSFER CASE ...... 55
SIX-STEP TROUBLESHOOTING PROCEDURE ................................................. 55
CONDITIONS/SYMPTOMS RELATED TO TRANSFER CASE MALFUNCTIONS .. 56
DIAGNOSTIC MATRIX...................................................................................... 60
MODULE 5 PART-TIME TRANSFER CASE OPERATION ................................... 63
OPERATION..................................................................................................... 63
Operating Ranges ..................................................................................... 66
2–Wheel Drive Operation .......................................................................... 68
Neutral Operation ..................................................................................... 68
4–Wheel Drive Operation .......................................................................... 68
POWERFLOW .................................................................................................. 69
2WD Powerflow ......................................................................................... 69
4HI Powerflow .......................................................................................... 70
4LO Powerflow (excluding NV133) ............................................................. 71
MODULE 6 FULL-TIME TRANSFER CASE OPERATION .................................... 73
OPERATION..................................................................................................... 73
Operating Ranges ..................................................................................... 75
2–Wheel Drive Operation (NV242 only) ...................................................... 76
Neutral (NV242 and NV244 only) .............................................................. 77
4–Wheel Drive Operation (NV242, NV244, and NV144) .............................. 77
ii
POWERFLOW .................................................................................................. 78
4 PART–TIME (NV242, NV244, and NV144) ............................................... 78
4 FULL–TIME Powerflow (NV242, NV244, and NV144) ............................... 79
4LO Powerflow (NV242 and NV244 only) ................................................... 80
Center Differential .................................................................................... 81
MS140 ............................................................................................................. 82
Description ............................................................................................... 82
OPERATION.............................................................................................. 83
MODULE 7 ACTIVE TRANSFER CASES ........................................................... 85
NV245 TRANSFER CASE DESCRIPTION .......................................................... 85
4 All Time to 4LO or 4LO to 4 All Time Shift Procedure ............................. 86
NV246 TRANSFER CASE ................................................................................. 88
NV245 OPERATION ......................................................................................... 90
Quadra-Trac II™ ....................................................................................... 91
Quadra-Drive II™ ..................................................................................... 91
NV246 ACTIVE TRANSFER CASE OPERATION ................................................ 93
NV246 Operation ...................................................................................... 94
NV 246 Modes of Operation ...................................................................... 96
Replacement Tires .................................................................................... 99
TRANSFER CASE CONTROLS AND COMPONENTS ........................................ 100
Final Drive Control Module (FDCM) ........................................................ 100
Totally Integrated Power Module (TIPM)................................................... 101
NV245 Shift Motor .................................................................................. 102
NV246 Shift Motor .................................................................................. 103
Speed Sensors ........................................................................................ 103
Clutch Assembly ..................................................................................... 104
Cabin Compartment Node (CCN) ............................................................. 106
NV245 Shift Handle ................................................................................ 108
NV246 Selector Switch ............................................................................ 109
NV146 Transfer Case Electrical Operation .............................................. 110
NV246 MAGNESIUM HOUSING ..................................................................... 115
Characteristics of Magnesium ................................................................ 115
iii
MODULE 8 ALL WHEEL DRIVE SYSTEMS ..................................................... 119

DESCRIPTION AND OPERATION ................................................................... 119
LUBRICANT ................................................................................................... 120
ELECTRONICALLY CONTROLLED ALL-WHEEL DRIVE (AWD) ....................... 121
Mechanical Operation ............................................................................. 122
Electronic Operation ............................................................................... 127
All Wheel Drive Warning Indicator .......................................................... 129
4 Wheel Drive Lock Switch (MK Only) ..................................................... 130
GLOSSARY .................................................................................................... 133
APPENDIX .................................................................................................... 135
NV147 AND NV247 OPERATION .................................................................... 135
Operating Ranges ................................................................................... 138
4–Wheel Drive Operation ........................................................................ 139
4LO Operation (NV247 only) ................................................................... 139
POWERFLOW ................................................................................................ 140
4 ALL-TIME Powerflow ............................................................................ 140
4LO Powerflow (NV247 only) ................................................................... 141
Progressive Coupling .............................................................................. 142
iv
INTRODUCTION AND OBJECTIVES
The intent of this course is to provide you with the information necessary to identify,
diagnose and repair transfer cases and power transfer units used on current
DaimlerChrysler 4-Wheel Drive (4WD) and All Wheel Drive (AWD) vehicles. Refer
to the tables on the following pages for transfer case applications and identifiable
features.
Upon completion of the 4-Wheel Drive/All Wheel Drive Systems Diagnosis and Repair
Training Course you should be able to complete the following tasks using proper
procedures and tools.
• Identify the transfer case using the identification tag.
• Identify the correct lubricant and maintenance for the transfer case.
• Identify basic electrical circuits used in electronic transfer case systems and all
wheel drive systems and how to diagnose the circuits.
• Describe the operation of the manual transfer case and electronic transfer case.
• Identify the components of the transfer cases and the differences between the
transfer cases.
• Describe the powerflow through the transfer case in each range.
• Use the correct service procedures to perform the steps necessary to
disassemble and assemble the transfer case and identify the special tools
needed for repair or overhaul.
• Locate and identify the components of the electronic shift transfer case and the
circuits required for operation of the transfer case.
• Diagnose a mechanical and electronic shift transfer case concern.
• Describe the operation of the all wheel drive power transfer units.
• Identify the components, inputs, and outputs of the AWD systems.
1
Table 1 PART-TIME Transfer Case Applications
Transfer Shift Application Features Shifter

Case System Selection
NV133 Electronic Durango (DN) Extension housing, non- 2 High and
synchronized mode shift 4 High
NV143 Electronic Nitro (KA) Communicates on CAN 2 High and 4
Bus system High
NV231 Mechanical Wrangler (TJ) Output shaft boot, non- 4 Low, Neutral,
Command Liberty (KJ) synchronized mode shift 2 High, and 4
Trac® High
NV233 Electronic Dakota (AN/ Extension housing, non- 4 Low, Neutral,
DN) synchronized mode shift 2 High, and 4
Durango (DN) High
NV241 Mechanical Ram Truck Extension housing, non- 4 Low, Neutral,
Gen II 1500 (DR) synchronized mode shift 2 High, and 4
Liberty (KJ) High
Wrangler (JK)
NV241 Mechanical Jeep Wrangler Rubicon, 4.0:1 low range 4 Low, Neutral,
OR (TJ/JK) 2 High, and 4
High
NV243 Electronic Ram Truck Extension housing, non- 4 Low, Neutral,
1500 (DR) synchronized mode shift 2 High, and 4
High
NV271 Mechanical Ram Truck Extension housing, non- 4 Low, Neutral,
(DR 2500- synchronized mode shift 2 High, and 4
3500/DH/ High
DC/D1/DM)
NV273 Electronic Ram Truck Extension housing, non- 4 Low, Neutral,
(DR 2500- synchronized mode shift 2 High, and 4
3500/DH/ High
DC/D1/DM)
2
Table 2 FULL-TIME Transfer Case Applications

NV140 N/A Grand AWD operation only N/A
Cherokee (WK)
Commander
(XK)
Nitro (KA)
NV144 Electronic Durango (HB) AWD operation only 4 High and
AWD
NV147 N/A 2003 Grand Extension housing, N/A
Cherokee (WJ) progressive coupling,
single speed
NV242 Mechanical Grand Center differential, 2 High, 4 Part-
Selec-Trac® Cherokee extension housing (WJ), Time, 4 Full-
(WJ), Liberty output shaft boot (KJ) Time, Neutral,
(KJ) and 4 Low
NV244 Electronic Dakota (AN), Extension housing, 4 High, AWD,
Durango (DN) center differential Neutral, and
4 Low
NV244 Electronic Durango (HB), Extension housing, 4 High, AWD,
Gen II Ram Truck center differential Neutral, and
1500 (DR) 4 Low
Dakota (ND)
NV247 Mechanical Grand Extension housing, 4 All-Time,
Quadra- Cherokee (WJ) progressive coupling Neutral, and
Trac II™/ 4 Low
Quadra-
Drive™
Power N/A Minivan (RS), N/A N/A
Transfer Pacifica (CS),
Unit Caliber (PM),
Compass and
Patriot (MK)
MS140 N/A 300C (LX), Center differential, N/A
Magnum (LX) complete gear to gear
operation that does not
require a chain
3
Table 3 Active Transfer Case Applications

NV146 N/A WK SRT8 AWD operation only, N/A
automatic operation
between 2WD and 4WD
NV245 Electronic Grand Automatic operation AWD, 4LO,
Cherokee (WK) between 2WD and 4WD Neutral
Commander
(XK)
NV246 Electronic 2006 Ram Automatic operation 2HI, AWD, 4HI,
1500 (DR) between 2WD and 4WD, 4LO, Neutral
Magnesium case
4
ACRONYMS
The acronyms listed here are used throughout this course.

• ABM Antilock Brake Module
• ABS Antilock Brake System
• APPS Accelerator Pedal Position Sensor
• ATF Automatic Transmission Fluid
• AWD All Wheel Drive
• BOB Break Out Box
• BTCS Brake Traction Control System
• CAB Controller Antilock Brake
• CAN Controller Area Network
• CCN Cabin Compartment Node
• CGW Central Gateway
• DLC Data Link Connector
• DMM Digital MultiMeter
• DRBIII® Diagnostic Readout Box
• DTC Diagnostic Trouble Code
• ECC Electronic Controlled Coupling
• ELSD Electronic Limited Slip Differential
• EMI Electromagnetic Interference
• ESP Electronic Stability Program
• FCM Front Control Module
• FDCM Final Drive Control Module
• FWD Front Wheel Drive
• Gen II Second Generation
• HD Heavy Duty
• HSD High Side Driver
• HSI High Speed Interior
• IOD Ignition Off Draw
• LD Light Duty
• LED Light Emitting Diode
5
• LSD Low Side Driver

• MIC Mechanical Instrument Cluster
• MMC Mitsubishi Motor Corporation
• MS Magna Styer
• MUX Multiplexed
• NV New Venture
• NVG New Venture Gear
• NVM Non-Volatile Memory
• OR Off Road
• PCI Programmable Communications Interface
• PCM Powertrain Control Module
• PTU Power Transfer Unit
• PWM Pulse Width Modulation
• RWD Rear Wheel Drive
• SB Service Bulletin
• SCM Steering Column Module
• SKIS Sentry Key Immobilizer System
• TCCM Transfer Case Control Module
• TIPM Totally Integrated Power Module
• VPWM Variable Pulse Width Modulated
• WCM Wireless Control Module
• 2HI 2–Wheel Drive High
• 2WD 2–Wheel Drive
• 4WD 4–Wheel Drive
• 4HI 4–Wheel Drive High Range
• 4LO 4–Wheel Drive Low Range
The words Mode and Range are referred to throughout this publication. The following
are brief descriptions of their meaning:
• Mode = 2WD, 4WD, Neutral
• Range = High, Low (4WD only)
• Operating Range = Mode and Range combined, an example is 4HI (4WD High)
6
MODULE 1 TRANSFER CASE OVERVIEW
NEW VENTURE GEAR (NVG) IDENTIFICATION

DaimlerChrysler uses the New Venture Gear (NVG) transfer cases in production 4–
Wheel Drive (4WD) vehicles.
The transfer cases used in 4WD vehicles are different in appearance and gear
ratio depending on application. These units can be identified by decoding the
identification tag. It is important to properly identify the different units for the
following reasons:
• Ordering parts
• Checking Service Bulletin (SB) applicability
• Calling for STAR/Zone assistance
The identification tag for the transfer cases is located on the rear case half. The
identification tag provides model number, assembly number, serial number and low
range ratio. The transfer case serial number is also the build date.
06018-001
1 NV242 J Transfer Case Model 4 Day

2 Year 5 Month
3 Low Range Ratio (2.72:1) 6 ID Tag
Figure 1 Identification Tag Location
7
MS140 IDENTIFICATION
The MS140 transfer case name can be decoded as follows:
• M – Magna
• S – Steyr
• 1 – Single speed transfer case
• 4 – relative torque capacity
• 0 – Full time with an open differential
The transfer case has a barcode label applied to the right side of the rear transfer
case housing to provide important part number and build information.
GEAR RATIOS AND APPLICATION

Most two-speed transfer cases have a low range gear ratio of 2.72:1, which is found
on the identification tag. The exception is the Jeep Wrangler Rubicon (TJ/JK), which
has a low range gear ratio of 4.0:1. The low range gear ratio is for off–road driving.
The following are possible examples of low range usage.
• Hill climbing
• Driving in mud
• Driving in sand
The high range gear ratio is used for normal driving and some off–road driving
conditions. All current transfer cases use a 1:1 high range gear ratio.
8
MAINTENANCE
The transfer case should be inspected for damage, leakage or worn parts during
normal vehicle maintenance. Refer to the maintenance section of the appropriate
service information for fluid change and component lubrication (shift linkage, etc.)
procedures and intervals. The maintenance section in the service information
provides two maintenance schedules. The schedules determine the intervals at
which maintenance should be performed. Depending on driving conditions, vehicles
are serviced according to either Schedule A or Schedule B. Most vehicles operate
under the conditions listed for Schedule B. Schedule B requires more frequent
service than Schedule A.
TOWING PROCEDURES
DaimlerChrysler recommends that a 4WD vehicle be transported using a flat–bed tow
vehicle.
For recreational towing, consult the appropriate owner’s manual.
9
LUBRICANT
The table below shows the different transfer cases and the lubricants used in each.
Table 4 Transfer Case Lubricant
Lubricant Transfer Case

Mopar® NV245/247 Transfer Case Fluid NV245, NV147, NV247
Mopar® NV146 Transfer Case Fluid NV146
Mopar® NVG 246 Automatic NV246
Transmission Fluid
Mopar® Transfer Case Lubricant - LX MS140
Mopar® ATF +4, Automatic Transmission All others
Fluid
NVG Fluid Level
Remove the plug from the fill port and fill to the bottom edge of the fill port hole or
until fluid begins to run out of the fill port hole. Fluid capacity varies among the
transfer cases. Refer to the appropriate service information for fluid capacities and
torque specifications.
06018-002
1 Identification Tag 3 Drain Plug

2 Fill Plug
Figure 2 Drain and Fill Plug Locations
10
MS140 Fill And Level Check

When checking the transfer case for the correct fluid level always use the transfer
case inspection hole/plug to ensure the correct level of fluid. When filling the
transfer case with fluid use the upper fill plug, this fills the transfer case upper part
of the housing and then the lower part of the housing. If the transfer case is not
filled using the correct fill plug the correct amount of fluid will not be added to the
transfer case.
� � 06018-102
1 Transfer Case Fill Plug 3 Transfer Case Inspection Plug

2 Transfer Case Label 4 Transfer Case Drain Plug
Figure 3 MS140 Fill and Drain Plugs
11
Notes:
12
MODULE 2 ELECTRICAL AND BUS SYSTEMS
The basic principles of electricity are essential to understanding Transfer Case

Control Module (TCCM) circuit operation. Let’s review several concepts.
The circuit shown is a simple series circuit with a battery, a bulb and a switch. As
shown, the switch is open and no current is flowing. The bulb is the load and it is
not illuminated. There is no voltage drop when no current flows, so voltage on the
ground side of the bulb (point 2) measures 12V.
3
1 2
12 V
0V
12 V 12 V
06018-003
Figure 4 Open Series Circuit

When the switch closes, the circuit is complete and current flows (voltage drops
across the bulb). The ground side of the bulb now measures 0V, and the bulb is
illuminated.
3
1 2
12 V
0V
12 V 0V
06018-004
Figure 5 Closed Series Circuit
13
We have added a second bulb to the circuit. The resistance of the circuit has
increased and the brightness of the bulbs is dimmer. The voltage dropped in the
circuit is the same but is now split between the two bulbs.
4
1 2 3
12 V
0V
12 V 6V 0V
06018-005
Figure 6 Simple Circuit With Two Bulbs

Now we have added a third bulb to the circuit and the bulbs are dimmer. The voltage
dropped across each bulb is less then before but the total voltage drop in the circuit
is the same.
5
1 2 3 4
12 V
0V
12 V 8V 4V 0V
06018-006
Figure 7 Simple Circuit With Three Bulbs
14
TCCM TWO-STATE INPUT CIRCUIT

Let’s apply these concepts to a TCCM Two-State Input circuit. The PCM has a 5V
reference voltage and an internal pull-up resistor.
The Two-State Input circuit switch is open. The TCCM voltmeter circuit sees the
voltage at point 1. The TCCM sees a high voltage when the circuit is open. No
current is flowing, and there is no voltage drop across the pull-up resistor, so the full
reference voltage is at point 1.
TCCM
2
1
5V
5V
0V
5V
06018-007
Figure 8 TCCM Circuit, High Input

The Two-State Input circuit switch is closed. The TCCM now sees 0V when the
circuit is closed. Current is flowing and the voltage drop across the pull-up resistor
pulls voltage low on the ground side.
TCCM
2
1
5V
0V
0V
0V
06018-008
Figure 9 TCCM Circuit, Low Input
15
TCCM MULTIPLEXED (MUX) SWITCH CIRCUIT

Let’s apply these concepts to a TCCM Multiplexed (MUX) switch input circuit. The
PCM has a 5V reference voltage and an internal pull-up resistor.
The MUX switch has a switch with three positions and also a momentary contact
switch. The voltage on the mode select circuit will change with the amount of voltage
drop through the circuit. The voltage drop will be dependant on what position the
switch is in. The position with the least voltage drop will be 4 wheel drive low range
and the position with the most voltage drop will be the 2 wheel drive/AWD position.
Transfer Case
Selector Switch TCCM
Mode Select
N
5V
550 Ohms V
11000 Ohms
4LO
2WD/AWD
4500 Ohms 4HI
2075 Ohms
1250 Ohms
06018-009
Figure 10 MUX Switch Circuit
16
MODULE FAULT RECOGNITION

The module monitors sensor voltage signals and sets a Diagnostic Trouble Code
(DTC) when an abnormal condition occurs. There are three basic types of faults that
the module recognizes:
• Short to Ground
• Open Circuit
• Short to Power
Short to Ground
There is a short to ground in the sensor circuit. The TCCM sensor signal voltage now
reads 0V, and the TCCM interprets this voltage as a fault.
The TCCM stores DTC 4WD Indicator Short to Ground.
Transfer Case
Mode Select
N 0-Volts 5V
X
550 Ohms V
11000 Ohms
4LO
2WD/AWD
4500 Ohms 4HI
2075 Ohms
1250 Ohms
06018-010
Figure 11 TCCM Circuit, Short to Ground
17
Open Circuit
There is an open in the sensor circuit. The TCCM sensor signal voltage now reads
the full reference voltage, 5V, and the TCCM interprets this voltage as a fault.
The TCCM stores DTC 4WD HI Indicator Open.
Transfer Case
Mode Select
N 5-Volts 5V
550 Ohms V
11000 Ohms
4LO
2WD/AWD
4500 Ohms 4HI
2075 Ohms
1250 Ohms
06018-011
Figure 12 TCCM Circuit, Open Circuit
18
Short to Power
There is a short to power in the sensor circuit. The TCCM sensor signal voltage again
reads 5V, and the TCCM interprets this voltage as a fault.
The TCCM stores DTC 4WD HI Indicator Open.
Note: An open circuit or a short to power generates the same DTC.
Transfer Case
Mode Select
N 5-Volts
X 5V
550 Ohms
5-Volts V
or more
11000 Ohms
4LO
2WD/AWD
4500 Ohms 4HI
2075 Ohms
1250 Ohms
06018-012
Figure 13 TCCM Circuit, Short to Power
19
CAN BUS
Background
The Controller Area Network (CAN) bus is a serial bus system. It was developed by
Bosch in the early 1980s and has been used in automotive applications for over 20
years. It is configured as a two-wire communication system for the transfer of data
between control modules.
Many new vehicles use CAN bus communication in place of Programmable
Communications Interface (PCI) bus. However, some hybrid bus vehicles use both
PCI and CAN bus. These vehicles take advantage of CAN real-time high-speed
communication that is required for the Electronic Stability Program (ESP), but allow
the continued use of existing PCI control modules.
DaimlerChrysler first introduced a partial (inter-module) CAN bus in 2003 on the
WG platform (Grand Cherokee export with Mercedes-Benz-supplied engine and
transmission) and on DR trucks with the Cummins Diesel. The WG application is
strictly between the ECM, TCM, and TCM shifter module. The DR truck application
is between the Diesel ECM and the JTEC. These early examples of CAN bus are
between modules and are not connected to the diagnostic tool at the DLC connector.
Although this system was initially used in Europe, CAN has become the federally
mandated powertrain communication diagnostic protocol (J1979/ISO 15031-5) for all
US market vehicles, and will be fully implemented no later than 2008.
Beginning with 2004 HB, all new platforms implement the full CAN bus protocol to
meet current federal requirements. Some carryover platforms take advantage of CAN
real-time high-speed communication to support systems such as stability control
while retaining the PCI bus for cabin electronics and diagnostics. These vehicles are
known as hybrid-bus vehicles.
Some of the significant advantages that can be gained by adapting a CAN bus
communication protocol are:
• Easy adaptation of popular (off-the-shelf) customer features.
• A sensor or other component can be wired to the closest module and share
data with other modules.
• A large number of configurations serviced with a fewer number of parts.
• Cost savings from quantity production of common parts.
• Fewer numbers of parts necessary in production plants.
20
06018-093
Figure 14 Typical CAN Bus (WK Shown)

* Optional Equipment
21
Normal Operation
Circuit Description
The CAN bus circuit consists of a pair of twisted wires, similar to the CCD system
used in the past (Fig. 20). Also like CCD, when digital data is sent, voltage is
simultaneously pulled high on one circuit, and pulled low on the other.
The wires for the CAN bus system are unshielded and twisted 33 – 50 twists/meter
(1 twist/0.75 – 1.2 in.) in order to reduce Electromagnetic Interference (EMI). The
wires of the bus pair terminate in adjacent cavities at connectors to maintain this
twist wherever possible. The wires must not have any loop-backs in the harness
and the length of the bus wire pair must be equal. To maintain time constants, bus
resistance and bus capacitance in both wires must be the same.
06018-021
Figure 15 Twisted Unshielded Bus Wires

Bus wires are routed to avoid parallel paths with high current sources such as
ignition coil drivers, motors, and high current PWM circuits. Wherever possible, bus
wires and wires carrying high current have different connectors.
CAN bus system modules each provide their own bias voltage. In this way, operation
of CAN bus is similar to a J1850 PCI bus, where each module also provides bias.
Since each module provides its own bias, communication between groups of modules
is possible if an open circuit occurred in the bus circuit. The CAN bus transceiver
has drivers internal to the transceiver chip to supply the voltage and ground to the
bus circuit.
22
Some vehicle applications have used a single CAN bus network to communicate
between as few as two modules, however in a typical vehicle application the CAN
system consists of two buses; one is medium speed (sometimes referred to as
low-speed CAN) and one is high speed. The speeds of the individual buses are
distinguished by letters. In addition, a second high-speed bus, Diagnostic CAN C,
can be used to communicate with a diagnostic tool (Table 8).
• CAN B is the medium-speed bus which operates at 83.3 kbps or 125.5 kbps.
• CAN C is the high-speed bus which operates at 500 kbps.
• Diagnostic CAN C is the high-speed bus which communicates with the
diagnostic tool.
• High-Speed Interior (HSI) CAN is an event driven CAN bus system that operates
at 125 kbps. Similar to the current CAN B bus, the HSI CAN supports vehicle
body systems but is not fault tolerant. The HSI CAN circuit description and
operational voltage range closely resembles the current CAN C bus.
Table 5 Bus Comparison
Feature PCI Bus CAN B CAN C Diagnostic

CAN C
Transmission Media Single Wire Twisted Pair Twisted Pair Twisted Pair
Current Speed 10.4 kbps 83.3 kbps 500 kbps 500 kbps
Meets Industry Yes (J1850) No Yes (J2284) Yes (J2284)
Standard
OBD-II Compliant Yes Yes Yes Yes
Module Self-Biasing Yes Yes Yes Yes
Maximum Number of 32 Including 32 12 2 Including
Modules per Bus Diagnostic Diagnostic
Tool Tool
23
Each CAN bus system has advantages and limitations.

• The high-speed CAN C bus only functions when the ignition is ON. This bus
can transfer data at a “real-time” rate. Vehicle systems that exchange data
at real time, such as the PCM and Antilock Brake Module (ABM), use CAN
C. CAN C is not fault tolerant. Communication is not possible if one of its
conductors is shorted to ground or both of its conductors are shorted together.
• The medium-speed CAN B bus cannot transfer data as quickly, but can remain
active with the ignition OFF if individual modules require it to be active. Many
CAN B modules must receive an ignition-ON bus message every 200 ms in
order to recognize ignition-ON status and be active.
• Modules that may need to transfer data with the ignition OFF, such as the
Cabin Compartment Node (CCN) and Wireless Control Module (WCM), use
CAN B. CAN B is fault tolerant at 83.3 kbps, and can operate with one of
its conductors shorted to ground or both of its conductors shorted together.
As long as one of the CAN B circuits has a potential difference from chassis
ground, communication is still possible.
The individual requirements of each module determine to which bus network it is
connected.
The simultaneous use of two separate bus systems on one vehicle allows the
optimum characteristics of each system to be used. Vehicle systems that exchange
data at real time such as the PCM and Controller Antilock Brake (CAB) use the high-
speed CAN C. Other modules that may need to transfer data with the ignition OFF,
such as CCN and WCM, use CAN B.
24
Diagnostic CAN C
On most vehicle applications using CAN bus, the diagnostic scan tool is connected to
the vehicle using a dedicated bus circuit known as Diagnostic CAN C. Because CAN
C protocol is used for this diagnostic bus, data can be exchanged with the scan tool
at a real time rate of 500 kbps. A scan tool such as StarSCAN® that is compatible
with CAN bus is required for vehicle diagnosis. On vehicle applications using
Diagnostic CAN C, the diagnostic bus is connected to the gateway module which
permits the exchange of data with the other vehicle busses.
Gateway And Central Gateway Module (CGW)
The purpose of a typical automotive gateway module is to allow the exchange of data
between vehicle busses that have different physical characteristics such as bus speed
or voltage levels.
Some examples of the gateway module performing this function would be the
exchange of data between CAN B, CAN C and Diagnostic CAN C or on another
application between CAN C and PCI Bus. Depending on the vehicle, other
combinations are possible. When the gateway module supports Diagnostic CAN C it
is usually referred to as the CGW.
The gateway can also be configured to monitor the CAN network for failures and can
log a Network DTC (“U” Code) if it detects a malfunction.
25
CAN C Operation
The operation of the CAN C bus follows the specifications of ISO 11898. The CAN
C bus becomes active when the ignition is turned ON. When the bus is biased, the
voltage is approximately 2.5 volts.
• When both CAN (+) and CAN (–) are equal, the bus is idle or recessive. In this
state, the logic is “1.”
• When CAN (+) is pulled high and CAN (–) is pulled low, the bus is considered
dominant and the logic is “0.” Refer to Figure 19.
• To be dominant, the voltage difference between CAN (+) and (–) must be
1.5 - 3.0 volts.
• To be recessive, the voltage difference between CAN (+) and (–) must not be
more than 50 mv.
06018-023
Figure 16 CAN C Bus Voltages
26
CAN B Operation
The CAN B bus can be active whether the ignition is ON or OFF.
• When CAN (+) is approximately 0 - 0.2 volts and CAN (–) is 4.8 - 5 volts, the
bus is idle or recessive. In this state, the logic is “1.”
• When CAN (+) is pulled high to 3.6 - 5 volts, and CAN (–) is pulled low to 1.4 - 0
volts, the bus is considered dominant and the logic is “0”.
06018-025
Figure 17 CAN B Bus Voltages
27
When CAN (+) is approximately 0 volts and CAN (–) is near battery voltage, the bus
is asleep (Fig. 25). When the CAN B bus goes into sleep mode, the termination pin
connected to CAN (–) switches from 5 volts to battery voltage by the transceiver.
06018-026
Figure 18 CAN B Sleep Mode Voltages
28
Fault Resistance
The CAN B bus operating at 83.3 kbps is fault tolerant. As long as one of its
conductors has a potential difference from vehicle ground, CAN B continues to
operate and communication is possible. The CAN bus specification requires that if
the module hardware or software fails, the bus cannot be driven into a permanent
dominant state.
• Modules must be sufficiently resistant to damage caused by over-voltage.
• CAN C modules must withstand –3 to +16 volts on bus circuits without
damage.
• CAN B modules must withstand –10 to +27 volts on bus circuits without
damage.
In addition, modules must maintain communication when offsets occur in the
module grounds. CAN B modules must maintain communication with a 3-volt
ground offset between modules. If CAN B is operating in single wire mode, this
tolerance is 1.2 volts.
• The CAN C bus is not fault tolerant. If either connector is faulted to ground or
to voltage, communication is not possible.
Note: Some FCM/CGWs allow a limited fault tolerance if Diagnostic CAN C (–)
is shorted to ground, communication with the diagnostic tool may still
be possible.
29
PCI BUS
BACKGROUND
The Programmable Communication Interface (PCI) bus system was first used in
the 1998 model year. PCI bus is currently used on some models to communicate
with modules on a network within the vehicle in conjunction with other vehicle
communication systems.
The PCI bus is a single-wire, multiplexed network capable of supporting binary
encoded messages shared between multiple modules. The PCI bus is based on
the guidelines of the SAE J1850 Standard Data Communications protocol. This
SAE standard defines a minimum set of data communication requirements for
module communication for automotive manufacturers. This system also provides
communication with aftermarket generic scan tools to display DTCs, system data,
and other information.
Normal Operation
Data exchange between modules is achieved by serial transmission of encoded data
over a single-wire broadcast network. The PCI bus message is typically a 10,400 bits
per second Variable Pulse-Width Modulated (VPWM) signal. The PCI bus can support
a maximum of 32 different modules, including the DRBIII® scan tool.
Message Transmission
Each module is capable of transmitting and receiving data simultaneously. Bus
voltage is 0 volts when no modules are transmitting and approximately 7.5 volts
when modules are transmitting.
30
Circuit Description
The PCI bus is identified as the D25 circuit in the service information. The modules
are wired in parallel with a single wire. The vehicle chassis supplies the return.
PCI bus circuit wires are usually yellow or white with a violet tracer, however, some
applications may use an additional tracer color. Connections are made in the
harness using splices.
06018-013
Figure 19 2005 DR PCI Bus Configuration
31
Bias and Termination

The PCI network requires biasing voltage and termination resistance in order to
transmit messages. Each module (also referred to as a node) on the PCI bus provides
its own bias and termination. Each module on the bus terminates the bus through a
terminating resistor and a terminating capacitor.
There are two types of nodes on the bus:
• Dominant node – terminates the bus with a 1200-3300 Ω resistor and a 3300
pF capacitor.
Note: Typically the Mechanical Instrument Cluster (MIC) and/or Powertrain
Control Module (PCM) are the dominant nodes.
• Standard node – terminates the bus with an 11KΩ resistor and a 330-pF
capacitor.
The purpose of the dominant node is to establish the total bus resistance. For
optimum operation the total bus resistance must be held within a specific range.
This allows other modules (standard nodes) to be added to or removed from the bus
without adversely affecting it. The dominant node reduces or minimizes the effects of
one module (standard node) on the bus losing ground.
06018-016
Figure 20 PCI Bus Bias and Termination
32
Notes:
33
Notes:
34
MODULE 3 TRANSFER CASE OPERATION
INTRODUCTION
The transfer case, located at the rear of the transmission, is central to a 4WD
system. In a 4WD vehicle, torque flows from the transmission to the transfer case.
The transfer case allows power to be transferred to both the front and rear axle
assemblies. The drivetrain components of a typical 4WD system consist of the
following:
• Transmission
• Transfer case
• Front drive shaft assembly
• Front differential
• Front drive axles
• Rear drive shaft assembly
• Rear differential
• Rear drive axles
06018-031
1 Front Differential 6 Rear Drive Shaft

2 Front Drive Axles 7 Rear Drive Axles
3 Engine 8 Rear Differential
4 Transmission 9 Front Drive Shaft
5 Transfer Case
Figure 21 Typical 4WD System
35
FLANGES AND YOKES

DaimlerChrysler uses several component designs to connect the front or rear
propeller shafts to the transfer case. Examples of these components are the
companion flange, transfer case yoke and slip yoke.
06018-032
1 Companion Flange 3 Slip Yoke

2 Transfer Case Yoke
Figure 22 Companion Flange, Transfer Case Yoke and Slip Yoke
The transfer case is typically aluminum and contains the following components:
• Main shaft
• Front output shaft
• Rear output shaft
• Sprockets
• Bearings
• Chain
• Planetary gear set and range assembly (gear reduction transfer cases only)
• Shift fork and rail (excluding the NV147)
• Center differential or progressive coupling (FULL-TIME transfer cases only)
36
Transfer cases may have several operating ranges, such as 2WD, 4WD HI, and 4WD
LO. Torque flows through the transfer case as follows:
1. Power is received from the transmission and flows to the input gear.
2. If equipped with a planetary gear set the range sleeve can engage with teeth
on the input shaft resulting in direct drive, or it can engage with teeth on the
planetary gear set resulting in gear reduction. If not equipped with a planetary
gear set the torque is transferred directly to the main shaft.
3. Torque then travels through the main shaft to the sprocket and chain. When
the mode sleeve engages the sprocket and chain, torque is transferred to
both the front and rear output shafts. If the mode sleeve does not engage the
sprocket and chain, the sprocket freewheels on the shaft resulting in torque
transfer through the rear output shaft only.
06018-033
1 Rear Output Shaft 5 Input Gear

2 Mode Hub and Sleeve 6 Front Output Shaft
3 Range Hub 7 Chain
4 Planetary Gear Set
Figure 23 Transfer Case Components (NV231 Shown)
37
SHIFT SYSTEMS
Transfer case shift systems are either mechanical or electronically operated. The
systems resemble the shift mechanisms used on manual transmissions. Shift forks
are mounted on a shift rail, the forks move sliding sleeves, and the sleeves are used
to select gear modes and ranges.
On mechanical shift systems, the shift cable or rod provides a direct link between
the shift lever, inside the vehicle, and the range lever, bolted to the transfer case.
Movement of the range lever controls the position of the shift forks via the shift
selector.
06018-034
1 Range Fork 4 Mode Sleeve

2 Mode Fork 5 Range Sleeve
3 Shift Rail
Figure 24 Transfer Case Shift Forks
38
Notes:
39
ELECTRONIC TRANSFER CASE OPERATION

Electronic shift systems are either PART-TIME or FULL-TIME. The NV133, NV233,
NV243, and NV273 are PART-TIME electronic shift transfer cases. PART-TIME refers
to the fact that when 4WD is engaged, both the front and rear axles are mechanically
locked together and turn at the same speed. This may cause driveline windup or
a binding condition in the driveline when the vehicle is operated on dry pavement
or in turns. Thus, vehicles equipped with a PART-TIME transfer case must not be
operated in 4WD all of the time.
The NV244 is a FULL-TIME electronic shift transfer case. FULL-TIME refers to
transfer cases equipped with a center differential which allow both the front and rear
axles to turn at different speeds. Driveline wind-up is eliminated and the vehicle can
operate in 4WD 100 percent of the time.
The electronic shift system includes:
• Dash-mounted shift selector switch
• Control module, this can be the Transfer Case Control Module (TCCM), the
Front Control Module (FCM), the Totally Integrated Control Module, (TIPM), or
the Final Drive Control Module (FDCM).
• Mode sensor/shift motor, mounted to the transfer case
The selector switch has Light Emitting Diode (LEDs) to indicate the transfer case’s
current position and shift status. The selector switch differs depending upon the
transfer case installed in the vehicle.
Transfer Case Selector Switch
Some transfer case selector switches have four LEDs corresponding to the four
operating ranges of the transfer case. The control module controls the LEDs in order
to:
• Indicate the current position of the transfer case.
• Indicate the selected operating mode of the transfer case.
• Control the LED intensity.
The selector switch consists of series of resistors in parrallel with current flowing
through one resistor at a time along with a diagnostic resistor. Refer to the following
table for the resistance values. The control module determines which operating mode
has been selected by interpreting the voltage drop across the associated resistance.
40
Table 6 Selector Switch Resistance Values
Resistance Value Interpretation

<250 ± 50Ω Fault condition (short)
400 - 700Ω T-case Neutral
1050 - 1450Ω 4LO
1850 - 2300Ω 4HI
3050 - 5950Ω AWD/244 2WD/233 (default)
9.5 - 12.5 kΩ In-between positions
>14.5 ± 1 kΩ Fault condition (open)
06018-035
1 NV133 Selector Switch 4 NV243 and NV273 Selector Switch

2 NV144 Selector Switch 5 NV244 Selector Switch
3 NV233 Selector Switch
Figure 25 Selector Switches
41
Transfer Case Control Module (TCCM)

The TCCM is located under the instrument panel, on the left side. The shift selector
switch provides an input to the TCCM to indicate the driver’s desire to change
operating ranges. The TCCM uses this input, along with input from the transfer
case mounted mode sensor/shift motor and information from the vehicle’s bus, to
determine if a shift is permitted. If the TCCM decides the shift is permitted, the
TCCM controls the mode sensor/shift motor, mounted to the exterior of the transfer
case, to perform the shift.
06018-036
1 Instrument Panel 3 Selector Switch

2 Transfer Case Control Module
(TCCM)
Figure 26 TCCM (2003 DR Shown)
The TCCM has flash capabilities and receives the following indirect input information
over the J1850 PCI serial data bus that affects the operation of the transfer case:
• Engine RPM
• Vehicle speed
• Clutch applied (manual transmission)
• Brake applied (automatic transmission)
• PRNDL (automatic transmission)
• Ignition status
• Dimming status (interior lighting)
• Antilock Brake System (ABS) (vehicle speed)
42
Transfer Case Mode Sensor/Shift Motor

The mode sensor/shift motor contains a sensor and motor in one unit and is
not serviceable separately. The mode sensor portion consists of four Hall-effect
transistors and a magnetic ring. The magnet forces the output of the Hall device low.
The TCCM monitors the four signals to determine transfer case mode and range.
The shift motor portion is a permanent magnet, bi-directional, 2-wire motor. When
the motor is energized, one of the leads is 12 volts and the other is ground. Reversing
the polarity of the motor changes the direction of the rotation of the motor.
06018-037
1 Shift Motor/Mode Sensor Assembly

Figure 27 Shift Motor/Mode Sensor Assembly (NV244 Shown)
43
TCCM Controlled Electronic Transfer Case Operation

Refer to the TCCM-Controlled Electronic Transfer Case Schematic on the following
page for a representation of the NV233 and NV244 transfer case electrical controls.
When a transfer case shift is requested, by rotating the transfer case selector switch,
the TCCM senses a voltage change on the mode select circuit (the TCCM does not
illuminate the LED over the requested shift position until the shift is successfully
completed). The TCCM then checks its inputs to see if the conditions are met to
allow the shift. If the conditions are met, the TCCM drives the transfer case mode
sensor/shift motor in the appropriate direction by supplying 12 volts to the shift
motor A circuit while grounding the shift motor B circuit, or by supplying 12 volts
to the shift motor B circuit while grounding the shift motor A circuit. The TCCM
then monitors the transfer case mode sensor inputs. When the shift is successfully
completed, the TCCM stops motor rotation and the LED over the requested shift
position is illuminated to indicate the new operating mode.
A normal shift should be accomplished in less than 5 seconds. If the LED flashes, it
means the shift has not been completed. The TCCM waits 5 seconds and attempts
the shift again. After the TCCM attempts the shift five times unsuccessfully, it
illuminates the LED over the actual operating mode. The selector switch then has to
be rotated to this position before a new shift attempt can be requested.
Note: For specific pin-outs, wire colors, etc, refer to the applicable service
information. Due to rapidly changing vehicle wiring, modules, and
connectors, it is best to refer to the applicable model year and vehicle
type service information in order to obtain the most accurate and up-
to-date information
44
TRANSFER CASE
TRANSFER CASE
TCCM MODE SENSOR/
SELECTOR SWITCH
SHIFT MOTOR
550 Ohms
11000 Ohms 5-VOLT SUPPLY MODE SENSOR A 3
MODE SENSOR B 2
2WD/
AWD MODE SENSOR C 1
4LO
4HI 4
4500 Ohms MODE SENSOR D
2075 Ohms
1250 Ohms 5-VOLT SUPPLY

MODE SELECT
2WD/AWD
INDICATOR MODE SENSOR
GROUND
NEUTRAL
INDICATOR
4WD LO
INDICATOR
4WD HI
INDICATOR
SHIFT MOTOR
CONTROL A
SHIFT MOTOR
CONTROL B
3 1
FUSED IGNITION SWITCH 2
OUTPUT (RUN-START)
1 4WD LO
2 4WD HI
FUSED PANEL LAMP DIMMER 3 2WD/AWD
SWITCH SIGNAL
SENSOR GROUND
MODE SELECTOR SWITCH GROUND
GROUND
FUSED B+
CLUTCH PEDAL POSITION SWITCH SENSE (MAN)

PARK NEUTRAL POSITION SWITCH SENSE (AUTO) PCI BUS
06018-038
Figure 28 TCCM-Controlled Electronic Transfer Case Schematic
45
FCM and Cluster-Controlled Electronic Transfer Case Operation

Refer to the FCM and Cluster-Controlled Electronic Transfer Case Schematic on the
following page for a representation of the FCM and cluster-controlled transfer case
electrical controls beginning with the 2004 model year on the Durango HB.
Components of the FCM and cluster-controlled electronic transfer cases are similar to
the transfer cases controlled by the TCCM; however the FCM and cluster-controlled
system eliminates the need for a TCCM. The functions of the TCCM are split between
the FCM and the cluster. On the Durango HB communication between the modules
is accomplished over the CAN bus.
When a transfer case shift is requested, by rotating the transfer case selector switch,
the cluster senses a voltage change on the mode select circuit (the cluster does not
illuminate the LED over the requested shift position until the shift is successfully
completed). The cluster sends a message over the bus to the FCM. The FCM then
checks its inputs to see if the conditions are met to allow the shift. If the conditions
are met, the FCM drives the transfer case mode sensor/shift motor in the appropriate
direction by supplying 12 volts to either the shift motor control A or shift motor
control B circuits. The FCM then monitors the transfer case mode sensor inputs.
When the shift is successfully completed, the FCM stops motor rotation and sends a
message over the bus to the cluster. The cluster then illuminates the LED over the
requested shift position to indicate the new operating mode.
A normal shift should be accomplished in less than 5 seconds. If the LED flashes, it
means the shift has not been completed. The FCM waits 5 seconds and attempts the
shift again. After the FCM attempts the shift five times unsuccessfully, it illuminates
the LED over the actual operating mode. The selector switch then has to be rotated
to this position before a new shift attempt can be requested.
Note: For more information on the CAN bus attend the Vehicle
Communications training course.
Note: For specific pin-outs, wire colors, etc, refer to the applicable service
information. Due to rapidly changing vehicle wiring, modules, and
connectors, it is best to refer to the applicable model year and vehicle
type service information in order to obtain the most accurate and up-
to-date information
46
Like the TCCM-controlled system, the FCM determines which operating mode has
been selected by interpreting the voltage drop across the associated resistance. Refer
to the following table for the resistance values.
Table 7 Selector Switch Resistance Values
Resistance Value Interpretation

<150Ω Fault condition (short)
176 - 200Ω AWD+Neutral
190 - 216Ω 4LOCK+Neutral
199 - 226Ω 4LO+Neutral
1159 - 1287Ω AWD (default)
2259 - 2503Ω 4LOCK
4820 - 5334Ω 4LO
>19KΩ Open/Diagnostic
��
��
FUSE FUSE
��
12 19
40A 10A
��
��
��
��
FUSED B+ FUSED
IGNITION
�� SWITCH
SHIFT (RUN-START)
MODE
MOTOR (-) SELECT
SHIFT
5-VOLT
MOTOR (+)
CAN SUPPLY
BUS
FCM SENSOR
RETURN ILLUMINATION
CAN DIMMING
5-VOLT BUS
SUPPLY 4WD NEUTRAL
INDICATOR
MODE
SENSOR A
SHIFT MOTOR
BRAKE SIGNAL
06018-039
Figure 29 FCM and Cluster-Controlled Electronic Transfer Case Schematic
47
TIPM and CCN Controlled Electronic Transfer Case 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 CCN are provided that interpret the selector switch resistance.
The CCN transmits this information to the Totally Integrated Power Module (TIPM)
over the CAN bus system.
Once the TIPM receives a request to change transfer case positions the TIPM will
verify that the parameters for the shift are met and then will provide power and
ground to the shift motor to change the transfer case position. The TIPM monitors
the transfer case position using the sensor in the motor to verify that the transfer
case went into the correct position. If the shift can not be completed, the TIPM will
try the shift up to five times before sending a message back to the CCN that the shift
was or was not completed. The CCN then illuminates the appropriate indicator on the
cluster.
48
��
CAN CAN
Bus Bus

LOW
HIGH Transfer Case
7
Selector Switch
Front Output
LOW
Speed Sensor
HIGH N
1 Signal
R7 219 Ohms
R6 20,000 Ohms
Front Axle 4LO 2WD
Disconnect
R5 6,800 Ohms
4LOCK
R4 2,700 Ohms
R1
685.7
Ohms R3 1,300 Ohms
Logic Motor
R2 750 Ohms
a Tolerance of 5%

Motor
Driver

5
5V Supply

Sensor Ground
Switched B+ Supply
06018-068
Figure 30 TIPM Controlled Transfer Case Electrical Schematic
49
Final Drive Control Module (FDCM) Controlled Electronic Transfer

Case Operation
Controls for the NV245 transfer case active clutch (torque biasing device) are located
in the Final Drive Control Module (FDCM) and communicated on the CAN-C bus.
The FDCM monitors wheel speeds at the front and rear axles to detect wheel slippage.
The FDCM calculates slip at each tire for given vehicle-operating conditions. The
clutch assembly in the transfer case is engaged by the FDCM to minimize the speed
difference between the front and rear axle, resulting in torque transfer to the axle
with higher traction.
The electronically controlled clutch assembly uses an electric motor to actuate a
sector plate. The sector plate moves an actuator arm that applies normal force to the
multi-disc clutch assembly bridging the differential. The clutch discs are alternately
splined to the front and rear propeller shafts. When normal force is applied to the
clutch assembly, torque is transferred to equalize differences between the front and
rear axles.
50
IPM PDC JB PDC JB

Fuse 22 Fuse 23 F10 Fuse 25 Cabin F24
30A 20A 10A 20A Compartment 10A
Node (CCN) T-Case Switch
Dimming
B+ B+ Ign B+ Signal Ign Feed
Feed Select
Dimming Signal Select
4WD Neutral Indicator 4WD Neutral Indicator
4WD Mode Select Return (Ground) 4WD Mode Select Return
5V Supply
Final Drive Control CAN-C Ground

Module (FDCM) Bus
G201A
Transfer Case Motor
5V Supply

Sensor Ground
Switched B+ Supply
Ground Ground
G303B
G303A 06018-064
Figure 31 FDCM Controlled Transfer Case Electrical Schematic
51
Neutral Shift Procedure

The NV233, NV244, NV243, and NV273 transfer cases are equipped with a Neutral
position for recreational towing.
To shift the transfer case into Neutral:
1. Bring the vehicle to a complete stop.
2. Shut the engine off.
3. Place the ignition key in the RUN position.
4. Depress the brake pedal.
5. Shift the automatic transmission to Neutral, or press the clutch on the manual
transmission.
6. Using the point of a ballpoint pen or similar object, press the recessed Neutral
button for 4 seconds.
7. After the shift is completed and the Neutral light comes on solid, release the
Neutral button.
8. Start the engine.
9. Shift the automatic transmission into drive, or the manual transmission into
gear.
10. Release the brake pedal and ensure there is no vehicle movement.
11. Shut the engine off and place the ignition key in the unlocked, OFF position.
12. Shift the automatic transmission into Park.
13. Attach the vehicle to the tow vehicle with a tow bar.
Note: Steps 1 through 4 are requirements that must be met prior to pressing
the Neutral selection button and must be maintained until the 4
seconds elapse.
To shift the transfer case out of Neutral:
1. Place the ignition key in the RUN position.
2. Press the brake pedal.
3. Shift the automatic transmission to Neutral, or press the clutch on the manual
transmission.
4. Using the point of a ballpoint pen or similar object, press the recessed Neutral
button.
5. After the shift is completed verify the indicator light comes on solid over the
selected shift position.
52
06018-040
1 NV233 Selector Switch 3 NV244 Selector Switch

2 NV243 and NV273 Selector
Switch
Figure 32 Selector Switches with Neutral Position
53
Notes:
54
MODULE 4 DIAGNOSIS OF ELECTRICAL/MECHANICAL

TRANSFER CASE
In this module the technician identifies diagnostic procedures for the transfer case
and electronic controls.
SIX-STEP TROUBLESHOOTING PROCEDURE

Diagnosis of transfer cases is done in six basic steps:
1. Verify the customer concern
2. Identify related symptoms
3. Analyze the symptoms
4. Isolate the problem
5. Repair the problem
6. Verify proper operation
For successful troubleshooting and repair of electronic transfer cases you must:
• Be sure the DRBIII®, StarSCAN®, or StarMOBILE® has the latest software.
• Follow the diagnostic steps carefully.
Diagnosis begins with a thorough visual inspection of the vehicle. Verify that the
battery is fully charged and all system components are properly connected.
When properly connected to the Data Link Connector (DLC), the scan tool can read
the data in the control module and display DTCs either active or stored. Always
refer to the appropriate service information and SBs for proper troubleshooting
procedures.
Note: Be aware in vehicles that use the FCM and CCN-Controlled systems may
have DTCs stored in both the FCM and CCN depending on the problem.
An active DTC is one that is currently in effect. It becomes a stored DTC when the
ignition is turned OFF and ON again. If the fault exists when the ignition is turned
ON, the fault remains active until the concern is repaired or the ignition is turned
OFF.
A stored DTC indicates there was an active DTC at some time. The DTC self-erases
after 255 key cycles. In the TCCM, the storage area that holds the DTC is referred
to as Non-Volatile Memory (NVM). Disconnecting the battery cannot erase DTC data
stored in the TCCM. The DRBIII® is used to display the data from this memory. The
DRBIII® is used to clear stored DTCs.
55
CONDITIONS/SYMPTOMS RELATED TO TRANSFER CASE MALFUNCTIONS

The tables on the following pages show the most common mechanical malfunctions
related to mechanically and electronically shifted transfer cases. Refer to the
appropriate service information for correct application.
Table 8 Mechanically Shifted Transfer Case Mechanical Concerns
Condition Possible Cause Correction

Transfer case 1. Vehicle speed too great to 1. Stop vehicle and shift
difficult to shift permit shifting. into desired range. Or,
or does not shift 2. If vehicle was operated for reduce speed to below 3-5
into desired an extended period in 4HI km/h (2-3 mph) before
range on a dry paved surface, attempting the shift.
the driveline torque load 2. Stop vehicle and shift
may be causing a bind. the transmission into
3. Transfer case external Neutral. Shift the transfer
shift linkage binding. case to 2WD and operate
the vehicle in 2WD on dry
4. Insufficient or incorrect
paved surfaces.
lubricant.
3. Lubricate, repair
5. Internal components
or replace linkage
binding, worn or
bushings; or tighten loose
damaged.
components as necessary.
4. Drain and refill to the
correct quantity of the
correct lubricant.
5. Disassemble the transfer
case and replace worn or
damaged components as
necessary.
Transfer case 1. Insufficient or incorrect 1. Drain and refill to edge of fill
noisy in all drive lubricant. hole with correct lubricant.
modes Note: If unit is still noisy after
drain and refill, disassembly
and inspection may be required
to locate source of noise.
56
Table 8 Mechanically Shifted Transfer Case Mechanical Concerns Continued

Noisy in or 1. Transfer case not 1. With the transmission
jumps out of completely engaged in in Neutral (or the clutch
4WD LO 4LO position. depressed on vehicles
2. Shift linkage out of equipped with a manual
adjustment. transmission), and the
vehicle moving under 3-5
3. Shift linkage loose or
km/h (2-3 mph), shift the
binding.
transfer case to Neutral
4. Range fork damaged, and then shift into the
inserts worn or fork is 4LO position.
binding on shift rail
2. Adjust linkage.
5. Low range gear worn or
damaged. 3. Tighten, lubricate or
repair as necessary.
4. Disassemble unit and
5. Disassemble and repair
as necessary.
Lubricant 1. Transfer case overfilled. 1. Drain lubricant to correct
leaking from 2. Vent closed or restricted. level.
output shaft 2. Clear or replace vent as
3. Output shaft seals
seals or from necessary.
damaged or installed
vent incorrectly. 3. Replace seal as
necessary. Check to
ensure that another
component, the propeller
shaft slip yoke, for
example, is not causing
damage to the seal.
Abnormal tire 1. Extended operation on 1. Operate vehicle in the
wear hard, dry surface in the 2WD position on hard,
4HI position. dry surfaces.
57
Table 9 Electronically Shifted Transfer Case Mechanical Concerns

Transfer case 1. Transfer case 1. Verify proper operation
difficult to shift electronically controlled per the appropriate
or does not shift shift system malfunction. diagnostic manual.
into desired 2. If vehicle was operated for 2. Drive the vehicle in
range an extended period in 4HI a straight line and
on a dry paved surface, momentarily release the
the driveline torque load accelerator. The transfer
may be causing a bind. case can then be shifted
3. Insufficient or incorrect to the desired mode.
lubricant. 3. Drain and refill to the
4. Internal components correct quantity of the
binding, worn or correct lubricant.
damaged. 4. Disassemble the transfer
case and replace worn or
damaged components as
necessary.
Transfer case 1. Insufficient or incorrect 1. Drain and refill to edge
noisy in all drive lubricant. of fill hole with correct
modes 2. Internal transfer case lubricant.
components binding, 2. Repair or replace
worn, or damaged. components as necessary.
58
Table 9 Electronically Shifted Transfer Case Mechanical Concerns Continued

Noisy in or 1. Transfer case not 1. While rolling 3-5 km/
jumps out of completely engaged in h (2-3 mph) and the
4WD LO 4LO position. transmission in Neutral
2. Range fork damaged, (or clutch depressed on
inserts worn or fork is vehicles equipped with
binding on shift rail. a manual transmission),
shift transfer case to the
3. Low range gear worn or
2WD or 4HI position, and
damaged.
then back into the 4LO
position.
2. Disassemble unit and
3. Disassemble and repair
as necessary.
Lubricant 1. Transfer case overfilled. 1. Drain lubricant to correct
leaking from 2. Vent closed or restricted. level.
output shaft 2. Clean or replace vent as
3. Seals damaged or
seals or from necessary.
installed incorrectly.
vent 3. Replace seal as
necessary. Check to
ensure that another
component, the propeller
shaft slip yoke, for
example, is not causing
damage to the seal.
Abnormal tire 1. Extended operation on 1. Operate vehicle in the
wear hard, dry surface in the 2WD position on hard,
4HI position. dry surfaces.
Note: Always eliminate tire size and driveline concerns before replacing a
transfer case due to noise or not coming out of gear.
Note: If the transfer case is an NV147 or NV247, make certain it is filled with
Mopar® Transfer Case Lubricant NV247.
59
DIAGNOSTIC MATRIX
All vehicles using the PCI bus can be diagnosed using the DRBIII® scan
tool. Vehicles using the CAN bus must be diagnosed with the StarSCAN® or
StarMOBILE®.
�
�
06018-041
1 DRBIII® 3 StarMOBILE®
2 StarSCAN®
Figure 33 Scan Tools
DTCs are not accessible if there is a communication data bus problem.
There are four levels of DTCs associated with the TCCM. Each specific level affects
the way the transfer case shifts. The four levels of functionality are:
• Level 0 - Normal operation
• Level 1 - Only Mode shifts are permitted
• Level 2 - Shift to Neutral is not permitted
• Level 3 - No shifting is permitted
The following table is a sample list of DTCs for electronically shifted transfer cases as
they appear on the DRBIII® screen.
60
Table 10 Sample List of DTCs for Electronically Shifted Transfer Cases
DTC Name DTC Level Set Conditions Possible Causes

4WD HI 0 The TCCM detects a 4WD HI indicator circuit
Indicator Short short to ground in the open, 4WD HI indicator
To Ground 4WD HI indicator circuit. circuit short to ground,
4WD HI indicator circuit
short to voltage, transfer
case selector switch,
TCCM, or intermittent
wiring and connectors
12-Volt Over 3 The TCCM detects the Charging system DTCs
Voltage fused B+ voltage rises present or TCCM
above 16.0 volts for a
period of 2 seconds.
61
Notes:
62
MODULE 5 PART-TIME TRANSFER CASE OPERATION
OPERATION
PART-TIME transfer cases are normally operated in 2WD, and should only be driven
in 4WD ranges when road conditions are wet, slippery, or covered by ice and snow.
The NV231, NV233, NV241 GEN II, NV243, NV271, and NV273 transfer cases are
PART–TIME units with three operating ranges plus Neutral. All can be shifted from
2WD to 4HI while the vehicle is moving. When shifting into 4LO the vehicle must be
in Neutral or clutch disengaged, with the vehicle rolling no more than 3-5 km/h (2-3
mph).
The NV133 is a PART-TIME transfer case with two operating ranges, 2WD and 4Lock.
Unlike other transfer cases, a vehicle equipped with an NV133 transfer case can
either be stopped or in motion when shifting between 2WD and 4Lock.
Note: The NV133 does not offer a Neutral mode.
06018-042
Figure 34 PART-TIME Transfer Case (NV233 shown)
63
The transfer case input gear is splined to the mainshaft of the transmission. The
input gear is used to drive the mainshaft through the planetary gear assembly and
range hub. The range hub connects the input gear to the mainshaft (direct drive) or
connects the planetary carrier to the mainshaft (gear reduction). The mode hub is
used to select 2WD or 4WD. When 4WD is selected, the mainshaft and mainshaft
sprocket are engaged through the mode hub. Torque is transferred through the
chain and sprocket to the front output shaft. Torque is also transferred through the
mainshaft to the rear output shaft.
Note: The NV133 is a single gear range unit; therefore, it does not contain a
planetary gear assembly.
Note: A torsional weight may be bolted to the case on some applications to
help prevent noise and vibration.
06018-043
1 Carrier Lock Retaining Ring (not 6 Planetary Carrier (not on

on NV133) NV133)
2 Carrier Lock Ring (not on 7 Mode Hub Retaining Ring
NV133)
3 Thrust Washer (not on NV133) 8 Mode Hub
4 Input Gear 9 Mainshaft Sprocket
5 Thrust Washer (not on NV133) 10 Mainshaft
Figure 35 Planetary Gear and Mainshaft Assembly (NV231 Shown)
64
06018-044
1 Rear Output Shaft 5 Input Gear

2 Mode Hub and Sleeve 6 Front Output Shaft
3 Range Hub 7 Chain
4 Planetary Gear Set
Figure 36 Transfer Case (NV231 Shown)
65
Operating Ranges
NV231, NV233, NV241 GEN II, NV243, NV271, and NV273 transfer case operating
ranges are as follows:
• 2H/2WD (2–Wheel Drive High)
• 4H/4HI LOCK/4HI (4–Wheel Drive High)
• N (Neutral)
• 4L/4LO LOCK/4LO (4–Wheel Drive Low Range)
NV133 transfer case operating ranges are as follows:
• 2WD (2–Wheel Drive High)
• 4 LOCK (4–Wheel Drive High)
The low range gear reduction system is only engaged when the shifter is in 4LO. The
4LO selection is for extra pulling in off–road situations.
Note: The 4HI and 4LO ranges are for off–road. 4HI can be used when the
road is wet, slippery or covered by ice and snow.
All transfer cases, except the NV241OR, have the same low range ratio of 2.72:1. The
NV241OR is installed in the Jeep Wrangler Rubicon (TJ/JK) and has a unique carrier
assembly with a low gear range ratio of 4.0:1.
06018-045
Figure 37 NV241OR Carrier Assembly
66
The operating characteristics of these units are very similar, however the shift
systems of the units are either mechanical or electronic.
Table 11 PART-TIME Transfer Case Shift System
Transfer Case Vehicle Shift System

NV133 DN Electronic Shift
NV231 TJ/KJ Mechanical Shift
NV233 AN/DN Electronic Shift
NV241 GEN II DR 1500/TJ/JK Mechanical Shift
NV241OR TJ/JK Rubicon Mechanical Shift
NV243 DR 1500 Electronic Shift
NV271 DR 2500-3500 Mechanical Shift
DH/DC/D1/DM
NV273 DR 2500-3500 Electronic Shift
DH/DC/D1/DM
06018-046
1 Electronic Selector Switch 2 Mechanical Selector Lever

Figure 38 Electronic Versus Mechanical Selector
67
2–Wheel Drive Operation

In 2WD only the rear wheels receive power. This mode of operation is used for most
driving conditions.
Neutral Operation
To obtain Neutral, the range hub is shifted to a mid–position so the input gear is not
engaged with the range hub teeth.
Starting from the 2WD range, all that is needed to enter 4HI is to shift the transfer
case into 4HI while momentarily releasing the accelerator pedal. To shift into 4LO,
the driver must do the following:
• Slow the vehicle to below 3–5 km/h (2–3 mph)
• Shift the transmission into Neutral or disengage the clutch
Once these conditions are met, the driver may shift into 4LO. When shifting between
the 4HI and 4LO positions on the NV231 and NV241, do not hesitate when passing
through the Neutral position. If this happens the engine may need to be shut off to
avoid gear clash while completing the shift.
Caution: Never attempt to engage Low Range when the vehicle is moving
faster than 3–5 km/h (2–3 mph). Transfer case damage may result.
The PART-TIME 4WD system is not designed for use on hard or dry surfaces. 4HI
can be used when the road is wet, slippery or covered by ice and snow. Use on hard
or dry surfaces may cause driveline windup and damage the 4WD system (front axle,
transfer case or prop shafts).
Note: Delayed shifts into or out of 4WD may be experienced due to uneven
tire wear, low tire pressure, excessive vehicle loading or cold
temperatures.
68
POWERFLOW
2WD Powerflow
In 2WD, the sliding range hub is operated by the range lever and fork. This engages
the input gear with the mainshaft and drives the rear axle. Power flows from the
input gear to the range hub, then from the range hub to the mainshaft and to the
rear wheels. In 2WD, the mode sleeve is disengaged from the drive sprocket to remove
power from the front output shaft.
Note: The NV133 is a single gear range unit and therefore does not contain a
range hub or planetary gear assembly.
06018-047
1 Planetary Gear Set 5 Chain

2 Range Hub 6 Front Output Shaft
3 Mode Hub and Sleeve 7 Input Gear
4 Rear Output Shaft
Figure 39 2WD Powerflow
69
4HI Powerflow
In 4HI, the sliding range hub position is the same as 2WD. The mode sleeve is
operated to engage the drive sprocket, connecting the drive sprocket with the
mainshaft. The drive sprocket transfers power through the drive chain to the front
output shaft drive sprocket, powering the front axle.
06018-048

4 Rear Output Shaft
Figure 40 4HI Powerflow
70
4LO Powerflow (excluding NV133)

In 4LO, the mode sleeve remains in the same position as 4HI. The range hub is
operated, connecting the planetary carrier, range hub and mainshaft together. The
annulus (ring) gear is fixed to the case and remains stationary. The input (sun) gear
drives the pinion gears, which walk around the stationary annulus gear and drives
the planetary carrier. The planetary carrier then drives the output shaft at a slower
speed than the input gear, achieving a low gear ratio of 2.72:1.
06018-049

4 Rear Output Shaft
Figure 41 4LO Powerflow
71
Notes:
72
MODULE 6 FULL-TIME TRANSFER CASE OPERATION
OPERATION
The NV242, NV244, and NV144 transfer cases are PART–TIME/FULL–TIME units.
The NV140 is a full time only transfer case. When the transfer case is in PART-TIME
mode both the front and rear axles are locked together. While in PART-TIME mode
the vehicle should not be driven on dry, hard road surfaces. Driving on such road
conditions results in poor fuel economy, increased tire wear, and wheel hop during
turns. When shifted into the FULL-TIME mode, the transfer case can be driven on all
road conditions.
The NV242, NV244, NV140 and NV144 incorporate differential assemblies that allow
for different speeds of the front and rear axles, preventing wheel hop during turns.
The FULL-TIME transfer cases are very similar in appearance, function, and internal
components, however operating ranges differ among the transfer cases. The NV242
in WJ and KJ has four operating ranges plus Neutral. The NV244 in AN and DN have
three operating ranges plus Neutral. The NV144 in the HB has two operating ranges,
while the NV140 only has one operating range.
06018-050
Figure 42 FULL-TIME Transfer Case (NV244 Shown)
73
input gear is used to drive the intermediate clutch shaft of the transfer case through
the low range gear assembly and range hub. The center differential assembly has a
drive sprocket with a mode sleeve and hub. When 4WD is selected, the mainshaft
and the center differential assembly are engaged through the mode sleeve and hub.
The front output shaft is then driven by a chain from the mainshaft sprocket to the
front output shaft sprocket.
06018-051
1 Rear Output Shaft 5 Planetary Gear Set

2 Mode Sleeve and Hub 6 Input Gear
3 Center Differential 7 Front Output Shaft
4 Range Sleeve and Hub 8 Chain
74
Operating Ranges
Refer to the table below for a comparison of the operating ranges of the NV242,
NV244, and NV144 transfer cases.
Table 12 NV242, NV244, and NV144 Transfer Case Operating Ranges
NV242 (WJ,KJ) NV244 NV144 (HB) DESCRIPTION

Selec-Trac® (AN,DN,DR,HB)
2WD Not Equipped Not Equipped 2-Wheel Drive High
4 PART-TIME 4HI 4 LOCK Front and rear axles always
turn at the same speed with no
differential action
4 FULL-TIME AWD AWD Front and rear axles are able to
turn at different speeds due to
the differential action inside the
transfer case
N N Not Equipped Transfer Case Neutral for
recreational towing
4LO 4LO Not Equipped Front and rear axles always turn
at the same speed with gear
reduction and no differential
action
The low range gear reduction system (2.72:1) is only engaged when the shifter is in
4LO. The 4LO selection is for extra pulling in off–road situations.
Note: The NV140 transfer case is has an all wheel drive mode only. It does not
have the ability to shift into neutral or any other mode.
Note: 4LO is used for off-road purposes, 4 PART-TIME is used when a vehicle
is on a road surface with loose traction (dirt, snow, and ice), and 4
FULL-TIME is used under any conditions.
75
06018-052
1 NV242 Selector Lever 3 NV244 Selector Switch

2 NV144 Selector Switch
Figure 44 NV242, NV144, and NV244 Selectors
2–Wheel Drive Operation (NV242 only)
In 2WD only the rear wheels receive power. Two-Wheel Drive mode of operation is
used for most driving conditions. Using 2WD instead of 4 FULL–TIME reduces fuel
consumption, tire, and driveline wear.
The NV242 is the only FULL-TIME transfer case equipped with 2WD. Two-wheel
drive is accomplished when the range lever and fork operate the sliding range hub to
engage the input gear with the range hub, intermediate clutch shaft, mode hub and
mainshaft gear, turning them as one unit. At the same time, the mode hub is shifted
rearward, disengaging the differential case, sprocket gear and drive sprocket from
the intermediate clutch shaft. Therefore, power is transferred only to the rear output
shaft.
76
Neutral (NV242 and NV244 only)

To obtain Neutral, the range hub is shifted to a mid–position so the input gear is no
longer engaged with the range hub.
4–Wheel Drive Operation (NV242, NV244, and NV144)
The NV242 and NV244 have three operating ranges: 4 PART–TIME, 4LO, and 4 FULL–
TIME. The NV144 has two operating ranges, 4 LOCK and AWD. In the 4 PART–TIME
and 4LO ranges, the differential is locked. The 4 PART–TIME and 4LO ranges are
for off–road use only. In the 4 FULL–TIME mode the differential is open and can be
used for all road surfaces or conditions. To enter 4 PART–TIME or 4 FULL–TIME,
shift the transfer case into the desired operating mode while momentarily releasing
the accelerator pedal. When shifting through 4 PART–TIME to 4 FULL–TIME, a
momentary release of the accelerator pedal for each mode may be required.
To shift into 4LO (NV242 and NV244 only), the driver must do the following:
• Slow the vehicle to below 3–5 km/h (2–3 mph)
• Shift the transmission into Neutral or disengage the clutch
Once these conditions are met, the driver may shift into 4LO. When shifting between
the 4 FULL–TIME/PART-TIME and 4LO positions on the NV242, do not hesitate when
passing through the Neutral position. If this happens, the engine may need to be
shut off to avoid gear clash while completing the shift.
Caution: Never attempt to engage Low Range when the vehicle is moving
faster than 3–5 km/h (2–3 mph). Transfer case damage may result.
Note: Delayed shifts into or out of 4WD may be experienced due to uneven
tire wear, low tire pressure, excessive vehicle loading, or cold
temperatures.
4 PART–TIME is not designed for use on hard/dry surfaces. 4 PART–TIME can be
used when the road is wet, slippery or covered by ice and snow. Use on a hard/dry
surface may cause driveline windup, wheel hop, and damage the 4WD system (front
axle, transfer case or prop shafts).
77
POWERFLOW
4 PART–TIME (NV242, NV244, and NV144)
In 4 PART–TIME, the mode hub is operated to a mid–position on the intermediate
clutch shaft. In this position the mode hub is engaged with the differential case
and the mainshaft, locking the differential and splitting power to the front and rear
output shafts.
06018-053
1 Planetary Gear Set 5 Rear Output Shaft

2 Range Hub 6 Chain
3 Differential 7 Front Output Shaft
4 Mode Hub 8 Input Gear
Figure 45 4 PART–TIME Powerflow
78
4 FULL–TIME Powerflow (NV242, NV244, and NV144)

In 4 FULL–TIME, the mode hub is engaged with the differential case and intermediate
clutch shaft. Power is applied to the intermediate clutch shaft and mode hub, then
distributed through the open differential to the front and rear output shafts.
06018-054

2 Range Hub 6 Chain
Figure 46 4 FULL–TIME Powerflow
79
4LO Powerflow (NV242 and NV244 only)

In 4LO, the mode hub remains in the same position as 4 PART–TIME. The range hub
is disengaged from the input gear, then engaged with the pinion carrier of the low
range planetary assembly. The annulus (ring) gear is fixed to the case and remains
stationary. The input gear drives the pinion gears, which walk around the stationary
annulus gear and drives the planetary carrier. The planetary carrier then drives
the output shaft at a lower speed than the input gear, achieving a low gear ratio of
2.72:1.
06018-055

2 Range Hub 6 Chain
Figure 47 4LO Powerflow
80
Center Differential
The center differential makes it possible to use the vehicle in 4 FULL–TIME at
anytime or on any road surface. In 4 FULL–TIME, the differential operates as an
open differential. During straight ahead driving, the differential rotates as a unit.
On turns, the front and rear axles need to operate at different speeds. The center
differential pinions are free to rotate around the side gear and rear output shaft gear
to accommodate the different speeds.
When the NV144, NV242 and NV244 transfer cases are in the 4 PART–TIME
operating range, the differential is locked and the front and rear axles are
mechanically locked through the differential. In the 4 PART–TIME operating range,
the power is split 50/50 to both axles and does not vary. The axles operate at the
same speed at all times and the vehicle cannot be operated on a hard, dry surface
without drivetrain binding.
06018-056
1 Top Case 3 Case Alignment Marks

2 Bottom Case
Figure 48 Center Differential
81
MS140
Description
The MS140 is an all-wheel-drive transfer case system used in the Chrysler 300C
(LX) and the Dodge Magnum (LX) that divides power between the front and rear
differentials and transmits power to both axles at all times.
06018-103
Figure 49 MS140 Transfer Case
82
OPERATION
The transfer case input shaft extends through the hollow shaft to drive the
planetary gear system housing. The housing transfers the engine torque to the outer
gears, which drive the rear output shaft. The outer gears drive the smaller inner
gears, which drive the hollow shaft. The hollow shaft transfers the torque to the
intermediate gear and then to the front output shaft.
The planetary gear system assembly contains a friction disc that is splined to the
hollow shaft and applied to the planetary gear system housing to dampen vibrations
in the system.
�
�
�
� �
�
�
�
��
��
��
��
�� 06018-104
1 Front Output Shaft Nut 9 Transfer Case Cover

2 Front Output Shaft Flange 10 Snap Ring
3 Front Transfer Case Housing 11 Rear Transfer Case Housing
4 Front Output Shaft 12 Snap Ring
5 Intermediate Gear 13 Washer
6 Planetary Gear System 14 Hollow Shaft
7 Rear Output Shaft Nut 15 Input Shaft
8 Rear Output Shaft Flange
Figure 50 Exploded View of MS140
83
Notes:
84
MODULE 7 ACTIVE TRANSFER CASES
Active transfer cases include the NV245 in the Jeep Grand Cherokee (WK) and Jeep
Commander (XK), the NV146 in the Jeep Grand Cherokee SRT8 (WK), and the NV246
in the Dodge Ram 1500 (DR) truck. The active transfer cases use inputs to the
control module to activate the motor and apply the clutch transferring torque to the
front and rear driveshafts.
The active transfer case automatically selects between 2-wheel drive and 4-wheel
drive operation, depending upon specific driving conditions. The active transfer case
system provides the following benefits:
• Improves traction on slippery surfaces.
• Minimizes rear wheel slip during hard acceleration from a stopped position.
• Changes driving modes (4WD to 2WD, 2WD to 4WD) automatically, while the
vehicle is in motion.
NV245 TRANSFER CASE DESCRIPTION

The NV245 transfer case provides full-time active four-wheel drive and is used in
Quadra-Trac II™ and Quadra-Drive II™ systems. The transfer case differential
distributes 48 percent of the torque to the front axle and 52 percent of the torque to
the rear axle. The NV245 is an active system that anticipates and prevents wheel
slip. The transfer case redistributes the torque to the front or rear propeller shaft,
when needed. The transfer case can be placed in 4WD low, which multiplies engine
torque and locks the clutch assembly for maximum traction at all times.
The NV245 transfer case features include:
• Electronically shifted.
• Active full time 4WD electronically controlled clutch assembly to torque
transfer.
• Operates with Brake Traction Control System (BTCS) or Electronic Limited Slip
Differential (ELSD).
• Fluid type is Mopar® NV245/247 Transfer Case Fluid.
• Fluid drain and refill every 48,000 Km (30,000 miles) for schedule B.
85
4 All Time to 4LO or 4LO to 4 All Time Shift Procedure

1. With the vehicle rolling at 3 to 5 km/h (2 to 3 mph), shift the transmission into
N Neutral.
2. While the vehicle is coasting at 3 to 5 km/h (2 to 3 mph), lift the transfer case
switch and release.
NOTE: Shifting into or out of 4LO is possible with the vehicle completely
stopped, however difficulty may occur due to the mating clutch teeth
not being properly aligned. Several attempts may be required for clutch
teeth alignment and shift completion to occur. The preferred method
is with the vehicle rolling 3 to 5 km/h (2 to 3 mph). Avoid attempting
to engage or disengage 4LO with the vehicle moving faster than 3 to 5
km/h (2 to 3 mph).
86
06018-057
1 NV245 Transfer Case 4 Actuator Motor

2 Input Shaft 5 Motor Electrical Connector
3 Front Output 6 Rear Output
Figure 51 NV245 Transfer Case
87
NV246 TRANSFER CASE

The NV246 active shift system will be an optional system for the 2006 Dodge Ram
1500 (DR) truck. The NV246 transfer case is magnesium which requires caution
when servicing this transfer case to not scratch the surface which will cause galvanic
corrosion. The transfer case has two speed sensors to detect propeller shaft speed
differences for shifting the transfer case into and out of 4WD operation.
�
�
� �
� 06018-083
1 Rear Output Shaft 5 Shift Motor

2 Rear Speed Sensor 6 Shift Motor Connector
3 Front Speed Sensor 7 Input Shaft
4 Front Output Shaft 8 Actuator Arm Pivot Pin
Figure 52 NV246 Transfer Case
88
Notes:
89
NV245 OPERATION
When the FDCM activates the shift motor to transfer torque to the front and rear
propeller shafts it moves the actuator arm. The actuator arm applies pressure to
the clutch to reduce the amount of slip between the front and rear propeller shafts.
When the clutch is fully applied it locks the front and rear propeller shafts together.
06018-058
1 Planetary Gear Set 6 Actuator Arm

2 Range Hub 7 Actuator Motor
3 Differential 8 Front Output Flange
4 Clutch Assembly 9 Input Shaft
5 Rear Output Flange
Figure 53 NV245 Detail
90
Quadra-Trac II™
Quadra-Trac II™ is an active full time 4WD system that includes a transfer case
with a center differential coupled with an electronically controlled clutch assembly.
The vehicle utilizes brake traction control to modulate the torque from one wheel to
another across each axle and the transfer case.
Data from the following sensors, via the CAN bus, provide information to determine
whether or not to lock the clutch assembly in the transfer case:
• Wheel speed sensors from the ABM.
• Longitudinal sensor from the ABM.
• Engine torque signal from the PCM.
• PRNDL indication from the PCM.
• Engine speed signal from the PCM.
The FDCM monitors the wheel speed difference of the front and rear axles. If the
speed difference exceeds a calibrated amount, the clutch is applied until the wheel
slip is eliminated. The FDCM controls the rate of clutch application and release.
During high-torque events such as accelerating the vehicle from a complete stop, the
system anticipates slip and applies the clutch to eliminate slip.
Transfer of torque from one wheel to the other on one axle is accomplished using
brake traction control.
Quadra-Drive II™
The Quadra-Drive II™ system is an active, full time 4WD system. The system
includes the NV245 transfer case with a center differential, coupled with an
electronically controlled clutch assembly and ELSDs.
Information from the following sensors via the CAN bus provides the data to
determine whether or not to lock the clutch assembly in the transfer case:
• Wheel speed sensors from the ABM.
• Longitudinal sensor from the ABM.
• Engine torque signal from the PCM.
• Steering angle sensor from the ABM.
• Yaw rate sensor from the ABM.
• Engine speed signal from the PCM.
• Engine torque from the PCM.
• Transmission gear selection from the PCM.
91
The system calculates vehicle speed and compares individual wheels to vehicle
overall speed to determine slip. If slip difference is identified, the appropriate clutch
in either the front axle, rear axle, or clutch assembly in the transfer case is applied.
The FDCM controls the rate of clutch application and release as needed.
The Quadra-Drive II™ system also monitors and anticipates high-torque events.
During an ESP event, the system goes into open differential mode. During normal
ESP events the brake is applied to one wheel, which causes the axle or transfer case
in a mechanical system to bind. With the electronics, the system can release the
clutch assembly and return to open differential mode.
The FDCM system monitors the steering wheel position and determines the driver’s
intended vehicle direction. When the vehicle is turning, the system releases the
clutch assembly to allow the front axle to rotate at different speeds comapred to the
rear axle. This prevents wheel hop, an undesirable condition where the front and
rear axles are locked together but want to rotate at different speeds, which may cause
the vehicle to shudder as it turns.
92
NV246 ACTIVE TRANSFER CASE OPERATION

The NV246 transfer case can automatically select 2WD and 4WD modes depending
on driving conditions. However, the NV246 also includes a driver-controlled shift
select switch that allows the driver to manually select 2-wheel drive, 4-wheel drive
high, 4-wheel drive low, automatic 4-wheel drive, and neutral. The NV246 transfer
case is controlled by TIPM. The driver can manually select any of the following five
modes of operation:
• AUTO 4WD: The shift motor drives a clutch fork onto a pressure plate which
then applies the clutch pack. This motor is controlled by the
TIPM. The TIPM uses speed sensors located in the transfer case
to continually monitor front and rear propeller shaft speeds. If
the TIPM detects a difference in propeller shaft speeds, it reacts
within 200 milliseconds to apply the clutch pack then moves
the front axle disconnect to the locked position. When the
clutch pack is applied, torque is directed to the front and rear
wheels.
• 2HI: The TIPM disengages the front axle and operates in 2WD HI
only. In this mode, the NV246 operates exactly like previous
4WD systems in 2WD HI mode, where torque is transmitted to
the rear axle only.
• 4HI: The TIPM moves the Pulse Width Modulated (PWM)-controlled
motor to apply the clutch pack. Once the clutch pack is
fully engaged, the TIPM engages the motor brake (located
on the motor armature) to hold the clutch pack in position,
then engages the front axle. In this mode, the NV246 system
operates exactly like previous 4WD systems in 4WD HI.
• 4LO: The TIPM reverses the PWM-controlled shift motor. As the
motor moves the shift sector in the opposite direction, it moves
the range hub first through neutral and then into the 4WD LO
position. It then continues to move and applies the clutch pack.
When the clutch pack is fully engaged, the TIPM applies the
motor brake to hold the clutch pack in position.
• NEUTRAL: Disengages both front and rear propeller shafts for towing.
93
Response to “Wheel Slip”

A difference in speed between the front and rear propeller shafts indicates “wheel
slip.” When wheel slip occurs, the automatic transfer case system operates as follows:
1. The TIPM sends a PWM signal to an electric motor.
2. The electric motor turns ON, applying the automatic transfer case clutch pack.
3. After approximately 48 milliseconds, the TIPM decreases the duty cycle while
continuing to monitor the speed difference between the front and rear propeller
shafts. If the TIPM continues to detect slip as it reduces the duty cycle, the
TIPM immediately reverses action, increasing duty cycle to stop the slippage.
This process step repeats itself every 48 milliseconds until the TIPM can reduce
the duty cycle without detecting wheel slip.
4. When the TIPM no longer detects slip, it backs the motor all the way off,
completely releasing the clutch pack in the transfer case. This action removes
torque from the front wheels until the TIPM once again senses rear wheel slip.
ABS Notification
The ABM sends a message, to the TIPM when an ABS event occurs. The TIPM will
reduce the duty cycle to release the automatic transfer case clutch pack. This allows
improved ABS performance.
NV246 Operation
The active transfer case system enhances vehicle traction on slippery surfaces up to
maximum vehicle speed or propeller shaft rpm speed.
The NV246 active transfer case system utilizes a part time front axle. The front axle
is engaged and disengaged with an electric motor actuator. This system allows the
driver to select the transfer case position with the touch of a button.
The following positions can be selected by the driver:
• 4-wheel drive high range (4HI).
• Automatic 4-wheel drive (AUTO 4WD).
• 2-wheel drive high range (2HI).
• Neutral (N).
• 4-wheel drive low range (4LO).
There are two types of shifts available with the NV246 transfer case - mode shifts and
range shifts.
94
Mode Shifts
The following shifting transitions are considered mode shifts:
• 2HI to 4HI or AUTO 4WD.
• 4HI to 2HI or AUTO 4WD.
• AUTO 4WD to 2HI or 4HI.
A mode shift can be completed in any transmission gear position and at any vehicle
speed (provided that both axles are turning at the same speed). For example, if the
system is in 2HI, the operator turns the knob to the 4HI or Auto 4WD position to
shift to the corresponding mode. The status light on the cluster flashes until the
TIPM completes the shift and engages the front axle. After the shift is completed, the
status light remains on to indicate the system is in that position.
If the system is in 4HI or AUTO 4WD, the operator turns the knob to 2HI shift back
to 2HI mode. The system completes the shift and disengages the front axle. After the
shift is completed, there are no lights on in the cluster.
Range Shifts
These shift transitions represent range shifts:
• 2HI, 4HI, or AUTO 4WD to 4LO.
• 4LO to 2HI, 4HI, or AUTO 4WD.
Range shifts can be accomplished only if:
• The engine is running.
• The automatic transmission is in Neutral or on manual transmissions the
clutch pedal is pushed in to disengage the clutch.
• The vehicle speed is below 5 kph (3 MPH).
• Proper Motor/Encoder signal is present.
If a range shift is commanded and the above conditions are not met, the 4WD LO
status light in the cluster flashes until the proper conditions exist, or until a 30-
second timer expires.
95
Neutral Range
The TIPM initiates a range shift into or out of neutral only if all of the following
conditions are met:
• The engine is running.
• The automatic transmission is in neutral, or the clutch pedal is depressed on a
manual transmission.
• The vehicle speed is below 5 kph (3 MPH).
• The transfer case is in the 2HI mode.
The TIPM cancels a shift into neutral if:
• It could not complete the shift after two attempts, or
• The shift conditions are not met.
A shift motor failure or a transfer case that is stuck in 2HI could cause this
condition. The TIPM controls all the shifting action of the transfer case based on
inputs from the driver as well as information from the Powertrain Control Module
(PCM).
NV 246 Modes of Operation
Here is a description of each of the NV246, driver-selectable modes of operation:
4WD (4HI) Mode
When the driver selects the 4HI position:
1. The TIPM releases the motor brake, and applies full duty cycle to the transfer
case shift motor.
2. Once the shift motor has fully applied the transfer case clutch pack, the TIPM
applies the motor brake and stops the PWM signal to the motor. The motor
brake prevents the motor from rolling back to the 2WD position.
3. With the clutch inside the transfer case fully applied, the front propeller shaft
is forced to rotate at the same speed as the rear propeller shaft. When the front
propeller shaft is rotating the same speed as the rear propeller shaft, there
should be no rotational speed difference between the right axle shaft and the
inner output shaft inside the front axle (provided the front wheels and rear
wheels are turning at the same speed).
4. The TIPM commands the front axle actuator motor to engage the front axle by
grounding the front axle actuator control circuit.
5. The TIPM sends a 4WD signal to the ABM so that it can modify ABS operation.
(ABS operation must be modified because the front and rear propeller shafts
are connected together.)
96
Automatic 4WD Mode

When the driver presses the AUTO 4WD button, the TIPM:
1. Releases the motor brake and applies full duty cycle to the transfer case shift
motor.
2. Engages the transfer case clutch and brings the front propeller shaft up to the
same speed as the rear propeller shaft.
3. Grounds the front axle actuator control circuit to engage the front axle.
4. Reduces duty cycle, returning the transfer case to the 2WD position.
5. Monitors inputs from its sensors as well as information it has received from the
PCM.
The TIPM monitors slip using the front and rear propeller shaft speed sensors located
in the transfer case. If a predetermined amount of wheel slip is detected the TIPM
releases the motor brake, then uses PWM to drive the electric shift motor to apply the
clutch pack. Delta RPM refers to the changing front/rear propeller shaft RPM value
used by the TIPM to determine the percent of PWM required to correct wheel slip.
The TIPM only applies the required duty cycle to the motor to bring the front propeller
shaft speed up to the same speed as the rear propeller shaft. This improves traction
on slippery surfaces. The TIPM then decreases the duty cycle while monitoring the
speed difference of the front and rear propeller shafts. If it detects a slip condition
while reducing duty cycle, it immediately reverses and increases duty cycle to stop
the wheel slip. This process repeats every 48 milliseconds until the TIPM no longer
detects slip. When the wheel slip condition ceases, the TIPM backs the motor all the
way off, completely releasing the clutch pack in the transfer case. It then reapplies
the motor brake. (The motor brake will be released at any time the TIPM is using
PWM to control the motor.) At this time, no torque is applied to the front wheels until
the TIPM again senses rear wheel slip.
2HI Mode
When the driver presses the 2HI mode button, the TIPM:
1. Releases the motor brake.
2. Runs the motor to the 2HI clutch released position.
3. Removes the ground on front axle control circuit to disengage the front axle.
4. Notifies the ABM that the system is in the 2WD mode.
5. Illuminates the 2HI light on the shift select switch.
97
4LO Mode
When the driver presses the 4LO button, the TIPM:
1. Confirms the conditions for a range shift have been met.
2. Releases the motor brake.
3. Uses a PWM signal at full duty cycle to run the shift motor back to the 4LO
position, applying full torque to the motor which fully applies the clutch pack.
4. Engages the motor brake to prevent the motor from turning, and stops the
PWM.
5. Grounds front axle actuator control circuit to engage the front axle.
6. Sends a message to the ABM, indicating the front and rear propeller shafts are
locked together.
7. Notifies the PCM that the transfer case is in 4WD LO mode - the PCM uses this
information to control shift points on the automatic transmission.
98
Replacement Tires
Tire size is important for proper performance of the active 4WD system. Replacement
tires must be the same size, load range and construction as the original tires. Mixing
tire sizes will cause serious damage to the transfer case when in the automatic 4WD,
4HI or 4LO positions.
Installing a different size tire on the vehicle will cause the following:
• If the tire size difference is minimal and does not cause the difference between
front propeller shaft and rear propeller shaft speeds to exceed the minimum
RPM the system will perform normally in 2HI and Auto Mode and a binding on
the driveline and possible tire hop will occur on good traction surfaces when in
4HI and 4LO modes.
• If the tire size difference is great enough to cause a difference between front
propeller shaft and rear propeller shaft speeds that exceeds minimum RPM the
system will perform as follows:
2 HI - No effect on system.
Auto mode - Binding occurs as the TIPM tries to correct for what it interprets
as wheel slippage. On a good traction surface, the TIPM will not be able to stop
the slippage by applying the transfer case clutch pack. The transfer case clutch
pack, usually the weakest link, slips to make up the RPM difference.
The TIPM tries to stop the wheel slip by applying the clutch to full duty cycle
for a maximum of 10 seconds. If the TIPM can not stop the slip after 10
seconds, it sets a code and disables the system for the rest of that ignition
cycle. This DTC is stored as a history code when the ignition is cycled. Because
the DTC becomes history, this process repeats each time the driver restarts the
vehicle.
4HI or 4LO - Binding occurs if the vehicle is moving on a good traction surface.
The transfer case clutch pack, usually the weakest link, slips to make up the
RPM difference. The TIPM cannot protect the clutch pack from slipping in 4HI
and 4LO so the clutch will be damaged in a short time.
99
TRANSFER CASE CONTROLS AND COMPONENTS

Final Drive Control Module (FDCM)
The NV245 transfer case is electronically controlled by the FDCM located under the
left rear seat. The FDCM communicates over the CAN-C bus. The FDCM monitors
the speed of each of the wheels through information from the ABM communicated
over the CAN-C bus. When the FDCM determines wheel slippage has occurred, the
clutch assembly in the transfer case is engaged. This minimizes the speed difference
between the front and rear propeller shaft, resulting in torque transfer to the axle
with the higher traction.
06018-059
1 Final Drive Control Module

(FDCM)
Figure 54 FDCM
100
Totally Integrated Power Module (TIPM)

The NV246 is controlled by the TIPM. The TIPM receives inputs over the CAN C bus
to determine when the vehicle wheels are slipping and applies the clutch through
the electric motor on the transfer case. It also receives driver input from the selector
switch from the CCN over the CAN C bus. The TIPM determines if a shift can be
made by looking at the inputs and verifying that the conditions are met for the shift
requested before attempting to shift the transfer case.
06018-094
Figure 55 TIPM (DR Shown)
101
NV245 Shift Motor

The NV245 FDCM reads the transfer case encoder signal and, based on the electronic
T-handle switch position, controls when the transfer case motor is activated to move
the transfer case to a new location (4H, 4L or N). The FDCM operates an electric
motor that shifts the transfer case. The FDCM obtains additional data necessary
for operation and provides diagnostic outputs via the CAN bus. The electric shift
mechanism helps to protect the transfer case against internal damage by preventing
shifting to 4WD low unless the vehicle speed is below 5 km/h (3 mph) and the
transmission is in neutral.
06018-060
1 Electronic Shift Motor

Figure 56 NV245 Electronic Shift Motor
102
NV246 Shift Motor

The transfer case shift motor consists of a permanent magnet motor and gear
reduction assembly. It is located on the driver’s side of the transfer case and is
mechanically connected to the shift shaft of the transfer case. When activated it will
turn the shift shaft of the transfer case to shift the transfer case.
The motor is controlled with a PWM circuit within the TIPM.
On the NV246 the PWM circuit consists of a driver on both the Motor A and Motor B
circuits. This is needed to reverse the motor to shift the transfer case from the 2HI or
4HI to the neutral and 4LO positions.
The TIPM monitors the condition of the shift motor and its circuits. If it detects a
short to ground on either circuit, or in the motor it will set a code. If the TIPM detects
an electrical short to voltage on either circuit it will set a code. If the TIPM detects an
electrical open on the circuit, or in the motor, it sets a code.
Speed Sensors
The NV246 transfer case has two output speed sensors that are used to determine
when the propeller shafts are turning at different speeds. The speed sensors are hard
wired to the TIPM which controls the application of the clutch in the transfer case.
The speed sensors are made with a composite material to eliminate corrosion on the
transfer case.
06018-095
1 Rear Speed Sensor 3 Shift Motor

2 Front Speed Sensor
Figure 57 NV246 Shift Motor and Speed Sensors
103
Clutch Assembly
sector plate. The sector plate moves the actuator arm that applies normal force to
the multi-disc clutch assembly. The clutch discs have friction material on one side
and are alternately splined to the front and rear output shafts. When normal force
is applied to the clutch assembly, torque is transferred to equalize speed differences
between the front and rear axles.
06018-061
1 Clutch Drum 3 Clutch Discs

2 Inner Pressure Plate 4 Outer Pressure Plate
Figure 58 Clutch assembly
104
Notes:
105
Cabin Compartment Node (CCN)

By communicating with various modules over the CAN bus, the FDCM (WK) or TIPM
(DR) receives vehicle speed, automatic transmission position, engine run status,
ignition status, and brake switch position. This information is used to determine if
shifts between 4WD low, 4WD high, or neutral can be completed.
A motor and position sensor replaces a lever on the shaft that shifts the transfer
case. When a shift is requested, the motor rotates the shift shaft until the sensor
indicates the correct angular position has been reached. To prevent the transfer case
from making unintended shifts, the switch must be in position for a second before a
shift can take place. A shift can take up to 1 or 2 seconds from the time the switch is
moved for full travel. If the shift is not completed in the appropriate time, the FDCM
repeats the action up to five times. Misalignment of the gears in the transfer case
may block a shift, in which case the sensor detects this and the motor then reverses
and tries again to complete the shift. Blockage can occur if the vehicle is stationary
when the shift is initiated. If the shift is not completed after five attempts, the 4WD
LOW cluster indicator flashes, and the shift is aborted.
06018-062
1 4WD LOW Indicator

Figure 59 Cluster Indicator (WK Shown)
106
06018-085
1 4WD Auto Indicator 3 4WD Low Indicator

2 4WD Indicator 4 Service 4WD Indicator
Figure 60 2006 Dodge Ram 1500 (DR) Truck Cluster
107
NV245 Shift Handle

An electronic T-handle switch replaces the manual lever that is found on vehicles
with the NV245 transfer case. A pushpin button is integrated into the switch for
shifting the transfer case into neutral. This feature only works with the vehicle
stopped and with the operator’s foot on the brake. The transfer case normally
operates in full-time 4WD unless the operator chooses to place the transfer case in
either 4WD low or neutral.
06018-063
1 Electronic T-handle Switch

Figure 61 Electronic T-Handle Switch (WK Shown)
108
NV246 Selector Switch

The selector switch assembly is mounted in the left side of the vehicle’s instrument
panel and consists of a rotary knob connected to a resistive multipled switch for the
mode and range shift selections. Also located in this assembly is a recessed, normally
open momentary switch for making shifts into and out of transfer case NEUTRAL. A
pen, or similar instrument, is used to make a NEUTRAL shift selection, thus reducing
the likelihood of an inadvertent shift request.
The selector switch also contains LED’s to indicate the transfer case position and
whether a shift is in progress. The resistance values for the switch positions are listed
in the table below.
Table 13 NV246 Switch Position Resistance
Switch Position Resistance Range

Shorted Less than 200 Ohms
Neutral 400 - 700 Ohms
4WD LO 1050 - 1450 Ohms
4 HI 1850 - 2300 Ohms
Auto 3050 - 5950 Ohms
Between positions 9.5 - 12.5K Ohms
Open Greater Than 15.5K Ohms
06018-086
Figure 62 NV246 Selector Switch
109
NV146 Transfer Case Electrical Operation

The NV146 transfer case is completely controlled by the FDCM with no input from
the driver. The NV146 is an active transfer case that switches between 2WD and 4WD
when the FDCM determines that 4WD is required.
Controls for the NV245 transfer case active clutch (torque biasing device) are located
in the FDCM and communicated on the CAN-C bus. The FDCM monitors wheel
speeds at the front and rear axles to detect wheel slippage. The FDCM calculates
slip at each tire for given vehicle-operating conditions. The clutch assembly in the
transfer case is engaged by the FDCM to minimize the speed difference between the
front and rear axle, resulting in torque transfer to the axle with higher traction.
sector plate. The sector plate moves an actuator arm that applies normal force to the
multi-disc clutch assembly bridging the differential. The clutch discs are alternately
splined to the front and rear propeller shafts. When normal force is applied to the
clutch assembly, torque is transferred to equalize differences between the front and
rear axles.
110
IPM PDC JB PDC JB

Fuse 22 Fuse 23 F10 Fuse 25 Cabin F24
30A 20A 10A 20A Compartment 10A
Node (CCN) T-Case Switch
Dimming
B+ B+ Ign B+ Signal Ign Feed
Feed Select
Dimming Signal Select
4WD Neutral Indicator 4WD Neutral Indicator
4WD Mode Select Return (Ground) 4WD Mode Select Return
5V Supply
Final Drive Control CAN-C Ground

Module (FDCM) Bus
G201A
Transfer Case Motor
5V Supply

Sensor Ground
Switched B+ Supply
Ground Ground
G303B
G303A 06018-064
Figure 63 NV245 Electrical Schematic
111

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 CCN are provided that interpret the selector switch resistance.
The CCN transmits this information to the TIPM over the CAN bus system.
Once the TIPM receives a request to change transfer case positions the TIPM will
verify that the parameters for the shift are met and then will provide power and
ground to the shift motor to change the transfer case position. The TIPM monitors the
transfer case position using the sensor in the motor to verify that the transfer case
went into the correct position. If the shift can not be completed the TIPM will try the
shift up to five times before sending a message back to the CCN that the shift was
or was not completed. The CCN then illuminates the appropriate indicator on the
cluster.
112
��
CAN CAN
Bus Bus

LOW
HIGH Transfer Case
7
Selector Switch
Front Output
LOW
Speed Sensor
HIGH N
1 Signal
R7 219 Ohms
R6 20,000 Ohms
Front Axle 4LO 2WD
Disconnect
R5 6,800 Ohms
4LOCK
R4 2,700 Ohms
R1
685.7
Ohms R3 1,300 Ohms
Logic Motor
R2 750 Ohms
a Tolerance of 5%

Motor
Driver

5
5V Supply

Sensor Ground
Switched B+ Supply
06018-068
Figure 64 NV246 Electrical Schematic
113
Shifting Transfer Case Into Neutral (N)

Use the following procedure to prepare your vehicle for recreational towing.
Caution: It is necessary to follow these steps to be certain that the transfer
case is fully in N (Neutral) before recreational towing to prevent
damage to internal parts.
1. With the engine OFF, key ON, press the brake pedal.
2. Shift the transmission into N (Neutral).
3. Press the neutral switch.
4. Start the engine.
5. Shift the transmission into D (Drive).
6. Release the brake pedal and ensure there is no vehicle movement.
7. Shut the engine OFF and place the ignition key into the unlocked OFF position.
8. Shift the transmission into P (Park).
9. Apply the parking brake.
10. Attach the vehicle to the tow vehicle with a tow bar.
11. Release the parking brake.
Shifting Transfer Case Out Of Neutral (N)
Use the following procedure to prepare your vehicle for normal usage:
1. Shift the transmission into N (Neutral).
2. Press the neutral switch.
3. Shift the transmission into D (Drive).
Note: When shifting the transfer case out of N (Neutral), turning the engine
OFF may be required to avoid gear clash.
WARNING: YOU OR OTHERS COULD BE INJURED IF YOU LEAVE THE
VEHICLE UNATTENDED WITH THE TRANSFER CASE IN THE
N (NEUTRAL) POSITION WITHOUT FIRST FULLY ENGAGING
THE PARKING BRAKE. THE TRANSFER CASE N (NEUTRAL)
POSITION DISENGAGES BOTH THE FRONT AND REAR
DRIVESHAFTS FROM THE POWERTRAIN AND WILL ALLOW
THE VEHICLE TO MOVE REGARDLESS OF THE TRANSMISSION
POSITION. THE PARKING BRAKE SHOULD ALWAYS BE
APPLIED WHEN THE DRIVER IS NOT IN THE VEHICLE.
114
NV246 MAGNESIUM HOUSING

The NV246 utilizes a two-piece case made of Magnesium. There are special
precautions that must be followed when working with this transfer case due to the
characteristics of magnesium and components that come in contact with magnesium.
Characteristics of Magnesium
Magnesium is a silvery white, soft and malleable metal that weighs 33 percent less
than an equal volume of aluminum. It is the eighth most abundant element on Earth,
making up 2.5 percent of the Earth’s crust.
Magnesium constitutes approximately 0.13 percent of the composition of sea water,
making the ocean the most important source of magnesium metal. 80 percent of
the magnesium produced in the world is extracted from sea water; the remaining 20
percent comes from a mineral called “dolomite.” Magnesium is also found in plant
chlorophyll and is a necessary dietary component for animals and humans.
In it’s pure state, pure magnesium is soft and flexible with little structural strength.
However, magnesium hardens when alloyed with other metals (aluminum, zinc,
manganese, etc.). Magnesium alloys are strong and light, making them well suited for
structural material. Common uses for magnesium alloys include airplane fuselages,
guided missiles, electronic equipment, portable tools, protective equipment, and
automotive components such as the automatic transfer case housing.
Choosing a magnesium housing design over aluminum results in a weight savings of
6 lbs. However, due to its chemical properties, magnesium is a highly reactive metal
that gradually decomposes in boiling water. When exposed to air, magnesium is
subject to ‘galvanic corrosion,’ which produces a greyish oxide layer.
Magnesium severely corrodes if it contacts, or is placed near to, dissimilar metals
(other than aluminum), and Becomes exposed to the elements (salt, water, oxygen,
etc.).
115
Special Service Precautions for Magnesium Case

Servicing the active transfer case requires several precautions to protect the
magnesium housing from corrosion:
• Never replace the active transfer case’s aluminum drain and fill plugs with
plugs other than those supplied in the NV 246 service kits. High quality
aluminum is one of the few dissimilar metals that does not cause magnesium
galvanic corrosion, steel or iron bolts will damage the threads and housing.
• Always install the aluminum washers on the case half bolts. These provide a
seal to keep the elements away from the threads.
• Take care not to scratch or otherwise damage the epoxy coating on the
automatic transfer case bolts.
• When replacing the shift motor gasket, always use the plastic gasket. This
gasket is thicker than normal gaskets, providing a safe barrier between the
metallic motor and magnesium case.
• Take care to properly route the vent hose, cables and fuel lines to prevent them
from rubbing against the automatic transfer case housing and chafing the
magnesium surface.
• Do not over tighten case bolts, they can be easily stripped.
• Torque speed sensors to 31 N-m (23 lb ft). Do not over tighten or under tighten
(.003 in. to .020 in. clearance).
• If threads are stripped in the magnesium case, thread inserts can be used as
long as aluminum washers are used to protect the insert from the elements.
116
06018-096
1 Typical Corrosion Areas 2 Bolt with Aluminum Cup

Figure 65 Galvanic Corrosion
Caution: If any of the aluminium cups protecting the heads of the case bolts
are damaged, be sure to replace the entire bolt with the correct
part through Mopar®. Do not substitute a plain bolt without the
protective cup or else severe corrosion at that location could occur.
Caution: Make sure that a new transfer case isolator gasket is installed
between the transfer case and transmission before installation.
Failure to install an isolator gasket could lead to a severe corrosion
issue.
117
Notes:
118
MODULE 8 ALL WHEEL DRIVE SYSTEMS
DESCRIPTION AND OPERATION

The Power Transfer Unit (PTU), used in Minivan (RS), Pacifica (CS), Caliber (PM),
Compass (MK) and Patriot (MK) All Wheel Drive (AWD) models, is attached to a
modified transaxle case where the right half shaft extension housing is normally
located. The PTU provides torque to the rear wheels. The system is automatic with
no driver inputs or additional driving skills required. The ring gear is bolted to the
input shaft on the Dodge Caliber (PM), Jeep Compass (MK), Jeep Patriot (MK), and
2007 Pacifica (CS).
06018-097
1 Left Side View 2 Right Side View

Figure 66 Power Transfer Unit (PM/MK Shown)
119
LUBRICANT
The PTU is sealed from the transaxle and has its own oil sump. Lubricant type and
capacity are found in table 14:
Table 14 PTU Lubricant Type and Capacity
Model Lubricant Capacity

CS Mopar® 75W-90 1.0 liters (1.06 quarts)
PM Mopar® 80W-90 0.54 liters (0.57 quarts)
MK Mopar® 80W-90 0.54 liters (0.57 quarts)
RS Mopar® 80W-90 1.15 liter (1.22 quarts)
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06018-098
1 Input Shaft 3 Inspection Plug (Fill Hole)

2 Drain Plug 4 Output Shaft
Figure 67 Fluid Inspection Plug Location (PM/MK Shown)
120
ELECTRONICALLY CONTROLLED ALL-WHEEL DRIVE (AWD)

An electronically controlled AWD system is available on the Dodge Caliber (PM), Jeep
Compass and Patriot (MK), and 2007 Chrysler Pacifica (CS). The system requires
no front-to-rear slippage for activation like AWD systems that rely on pumps or
viscous couplers to transfer torque. Under most driving conditions, the electronically
controlled AWD system is passive and power is transmitted to the front wheels alone.
The electronically controlled AWD system does not provide traction control. It only
works in situations where front-to-rear traction varies. For example:
• Front wheels on icy pavement and rear wheels on dry pavement.
• On hard acceleration.
• Climbing steep grades.
Electronically controlled AWD does not aid side-to-side traction. The ESP feature
of the anti-lock brake system is responsible for side-to-side traction through brake
intervention.
121
Mechanical Operation
The electronically controlled AWD system includes the following mechanical
components:
• Power Transfer Unit (PTU).
• Two-piece propeller shaft.
• Electronically Controlled Coupling (ECC).
• Rear differential.
• All Wheel Drive Control Module.
06018-087
1 Right Front Axle 4 Transaxle

2 PTU 5 Propeller Shaft
3 ECC 6 Rear Differential
Figure 68 All Wheel Drive Drivetrain (PM)
122
Power Transfer Unit (PTU)

The PTU is attached to the transaxle where the right front axle shaft exits the
transaxle. To permit PTU attachment a unique AWD transaxle case is used. A ring
and pinion gear set with an overdrive ratio turns the transaxle differential output
power flow 90 degrees and sends it to the propeller shaft. This ratio was chosen to
provide the optimum combination of propeller shaft size, universal joint size, ECC
capacity, and drive line vibration. The ratio in the PTU is the same as the rear drive
assembly so that they cancel each other.
The right front half shaft passes through the PTU to engage the transaxle differential
side gear.
The Dodge Caliber (PM) and Jeep Compass and Patriot (MK) will include a vibration
damper weight on the output shaft housing.
Two-Piece Propeller Shaft
A two-piece propeller shaft connects the PTU to the ECC. A center bearing supports
the propeller shaft. A center plunge joint compensates for longitudinal movement
between the engine and the ECC. The propeller shaft also has an internal vibration
absorber tuned to reduce boom noise.
123
Electronically Controlled Coupling (ECC)

The ECC is attached to the rear differential. It transmits torque to the rear wheels
via a two-stage clutch system. A low torque electromagnet powered clutch is operated
by current from the All Wheel Drive Control Module. A cam and ball mechanism
amplifies the force of the low torque clutch, applying the wet multi-disc main clutch
that transmits torque to the rear wheels. The clutch is similar to those used in
automatic transfer cases.
The ECC is serviced as an assembly.
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06018-089
1 Main Clutch 5 Output Shaft

2 Low Torque Clutch 6 Pilot Clutch
3 Electromagnetic Coil 7 Main Clutch Fluid
4 Cam Ball 8 Input Flange
Figure 69 Electronically Controlled Coupling (PM)
124
Rear Differential
The rear differential of the electrically controlled AWD system on Dodge Caliber (PM),
Jeep Compass and Patriot (MK) vehicles is supplied by Mitsubishi Motor Corporation
(MMC). The rear drive assembly on the Chrysler Pacifica (CS) is supplied by Getrag.
The rear drive assembly which consists of the rear axle, using a hypoid ring and
pinon, and the ECC, takes power from the two-piece driveshaft through the ECC and
turns it 90 degrees to the rear half-shafts while reducing speed by the same ratio
as the PTU. The ratio is the same as the PTU except it is in reduction to cancel out
the increase from the PTU. The rear drive assembly has an open differential to split
torque between the two sides.
The differential case is an aluminum casting that splits through the differential
support bearing centerline. The Dodge Caliber (PM) and Jeep Compass and Patriot
(MK) will include a vibration damper weight on the axle housing.
The Dodge Caliber (PM) and Jeep Compass and Patriot (MK) differential housing
is supported by ball bearings and not tapered roller bearings as in most axle
applications.
06018-088
1 ECC 3 Fill Level Plug

2 Rear Differential 4 Vent Fitting
Figure 70 Rear Drive Assembly (PM)
125
All Wheel Drive Control Module

The all wheel drive control module communicates with the ABS module and PCM over
the CAN C bus. The all wheel drive control module requires wheel speed sensor input
from the ABS module to monitor wheel speeds relative to one another and also to
determine the speed of the vehicle. The all wheel drive control module uses this wheel
speed information along with accelerator pedal position from the PCM to determine
how much torque to transfer to the rear wheels. The PM/MK all wheel drive control
module contains a mini relay. When the relay is energized it provides battery voltage
to the ECC. The all wheel drive control module controls the return circuit from the
ECC using a Low Side Driver (LSD) on Dodge Caliber (PM), Jeep Compass and Patriot
(MK). On the Chrysler Pacifica (CS) the all wheel drive control module uses a High
Side Driver (HSD). By modulating the power or ground, the all wheel drive control
module controls current to the ECC that is proportional to the amount of torque
required, allowing torque transfer to be fine-tuned to the traction demand.
The PM/MK all wheel drive control module is located on the left cowl above the kick
panel. The mounting tabs have slotted openings. By loosing the fasteners the module
can be slid up and out of position. The CS is behind the interior panel above the right
rear wheel.
06018-090
Figure 71 AWD System Bus Schematic (PM)
126
Electronic Operation
The electronically controlled AWD system includes the following electrical
components:
• All Wheel Drive Control Module.
• Anti-lock brake system wheel speed sensors.
• ECC.
• Accelerator Pedal Position Sensor (APPS).
• Steering wheel angle sensor (CS only)
• 4 Wheel Drive lock switch (MK only).
The all wheel drive control module also interfaces with the ESP and traction control
systems. This interface allows the ESP system to influence rear wheel torque transfer
through the ECC to help the driver maintain control of the vehicle.
06018-091
1 Engine 5 ECC
2 PCM 6 All Wheel Drive Control Module
3 CAN C Bus 7 Transaxle
4 ABS Control Module
Figure 72 AWD System Diagram (PM)
127
All Wheel Drive Control Module Operation

The all wheel drive control module uses two modes to determine the amount of
current to apply to the ECC. These modes are open loop and closed loop.
Open loop is used in high power demand situations, (based on PCM inputs such as
Accelerator Pedal Position Sensor (APPS) the system immediately starts engaging
the ECC, transferring a high percentage of power to the rear wheels. This avoids
front wheel slippage as power to move the vehicle forward is transmitted through all
four tires. This mode of operation is called open-loop operation in that there is no
feedback to affect the torque transfer.
For Closed loop operation, the feedback from the anti-lock brake system wheel-speed
sensors is used to determine the appropriate torque transfer. If the front wheels begin
to slip, the all wheel drive control module partially engages the ECC, sending power
to the rear wheels. If acceleration was attempted with the front wheels on ice and the
rear wheels on dry pavement, the ECC sends even more torque to the rear wheels to
minimize slippage and move the vehicle forward.
Power to the rear wheels is always modulated, for example:
• Slipping on ice while backing up will transfer torque to the rear axle.
• Loss of traction while traveling at freeway speeds. For example hydroplaning.
Both open loop and closed loop modes are always active with the closed loop mode
added to the open loop mode to increase torque to the rear wheels when needed to
maintain traction in extreme cases.
Within open loop operation there are two operating modes they are wheel speed
dependant operation and vehicle dynamics enhancement.
The wheel speed dependant operation mode of open loop operation uses wheel speed
differences to determine when the vehicle is turning in a tight circle. This condition,
which is indicated by a large discrepancy in side-to-side wheel speeds, or in the
steering angle sensor input (if equipped) causes the all wheel drive control module to
reduce torque to the rear wheels and prevent binding in the driveline.
The vehicle dynamics enhancement is used to influence vehicle dynamics. Additional
all wheel drive control module calibration controls torque to the rear wheels for
improved handling in the 40-105 km/h (25-65 mph range) for PM/MK and
40-80 km/h (25-50 mph) for the CS. In this speed range, the system increases torque
to the rear wheels during cornering with the throttle open to make the car turn more
easily – make the handling more neutral. Above 105 km/h (65 mph) for the PM/MK
and 80 km/h (50 mph) for the CS, the control strategy provides minimal torque to
the rear wheels under normal driving conditions to aid fuel economy.
128
All Wheel Drive Warning Indicator

There will be an all wheel drive warning indicator in the cluster that will illuminate
when there is fault identified by the all wheel drive control module. The indicator will
also blink when the all wheel drive control module determines that the ECC is over
temperature. There is also a 2.5 second bulb check at key on.
06018-100
1 4WD Warning Indicator 2 4WD Indicator

Figure 73 4WD Indicator
129
4 Wheel Drive Lock Switch (MK Only)

The Jeep Patriot (MK74) with a CVT2L contains the 4 wheel drive lock switch which
is a T-handle located on the console. The cluster will contain two additional
indicators which are 4WD and OFF ROAD. Both of these lights are amber in color.
The strategy of these lights are:
• When the transaxle is in D the 4WD indicator is illuminated and the Off road
indicator is off.
• When the transaxle is in L or R the 4WD and Off road indicators are
illuminated.
All other 4WD MK vehicles do not use the OFF ROAD lamp. They do have the switch
and 4WD lamp.
The 4 wheel drive lock switch will change the open loop calibration to a more
aggressive calibration for better handling in off road conditions.
06018-099
1 MK 4WD Shift Handle

Figure 74 MK 4WD Switch
130
Notes:
131
Notes:
132
GLOSSARY
All Wheel Drive (AWD) – Refers to a system that automatically transfers torque to
both the front and rear axles when needed. Under normal conditions most of the
torque is transferred to the front wheels, if the front wheels begin to slip torque is
automatically transferred to the rear wheels.
Center Differential - A device within the transfer case that distributes power to the
front and rear axles.
Full–Time 4WD - Both front and rear are permitted to turn at different speeds
though an inter–axle differential system. This eliminates driveline windup and
permits vehicle operation in 4WD 100% of the time.
Four Wheel Drive (4WD) - Engine power is provided to both front and rear axles.
Gear Ratio - The ratio of two meshed gears which is calculated by dividing the
number of teeth on the driven gear by the number of teeth on the drive gear.
Helical Gear - A gear with curved or spiral cut teeth.
High Range - Normal driving position either on or off road.
Low Range - A second gear set internal to the transfer case for additional low speed
pulling power used primarily off road.
Mode – Refers to the fact that the transfer case can provide either 2WD or 4WD.
Operating Range - Mode and Range combined, an example is 4H (4WD High).
Part–Time 4WD - When engaged, both front and rear axles are mechanically locked
together and turn at the same speed. This may cause driveline windup or a binding
condition in the driveline when operated on dry pavement or in turns.
Power Transfer Unit – A gearbox that provides full-time All Wheel Drive.
Preload – An amount of force present on a bearing at all times
Progressive Coupling – A housing that contains a multi disc clutch pack. The discs
are alternately splined to the front and rear driveshafts. This design allows for some
axle speed difference, however when the speed difference becomes too great the
clutches compress, locking the front and rear axles together.
Range – By using a planetary gear set, the transfer case can provide direct drive
(high range) or gear reduction (low range)
Synchronizer - A device used to bring two rotating components to the same speed.
Torque – A turning force produced by the engine
Transfer Case - An additional gearbox that distributes engine power to front and rear
axles.
Two-Wheel Drive (2WD) - Engine power is provided to either rear axle (RWD) or front
axle (FWD).
133
Notes:
134
APPENDIX
This information is not covered in class because the transfer cases are no longer
in production. However they are still in service under warranty and felt that this
information may be helpful if they have to be repaired.
NV147 AND NV247 OPERATION

The NV147 and NV247 transfer cases are FULL-TIME, on-demand 4WD units. The
NV147 and NV247 function like other DaimlerChrysler FULL-TIME transfer cases;
however, instead of a center differential, a progressive coupling is used to transfer
torque to both the front and rear axles. On-demand means that the system drives
normally in 2–Wheel Drive, and the system goes into 4–Wheel Drive only when a
wheel on the rear axle slips. Hence, the system is in 2–Wheel Drive until slippery
traction conditions demand additional traction and then power is directed to the front
axle.
The NV147 and NV247 are available on WJ vehicles equipped with Quadra–Trac
II™ or Quadra-Drive™. Quadra-Trac II™ consists of the NV147 or NV247 transfer
case and may have a Trac-Lok™ differential in the rear axle. The Quadra-Drive™
consists of the NV147 or NV247 transfer case and Vari-Lok™ differentials in the front
and rear axles. The Vari-Lok™ differentials are equipped with progressive couplings
similar to those in the NV147 and the NV247 transfer cases.
135
06018-076
Figure 75 FULL-TIME Transfer Case (NV247 Shown)
136
input gear is used to drive the mainshaft through the planetary gear assembly and
range hub. The mainshaft drives the rear output shaft and a progressive coupling.
The progressive coupling transfers torque to the main drive sprocket. The front
output shaft is driven by a chain from the main drive sprocket to the front output
shaft sprocket, enabling 4–Wheel Drive.
06018-077
1 Rear Output Shaft 5 Planetary Gear Set

2 Progressive Coupling 6 Range Sleeve and Hub
3 Shift Fork and Rail 7 Front Output Shaft
4 Input Gear 8 Chain
137
Operating Ranges
The NV147 transfer case has only one operating range, 4 ALL-TIME. Because the
NV147 is a single operating range unit, a separate shifter or dash-mounted switch is
not needed.
The NV247 transfer case operating ranges are as follows:
• 4 ALL-TIME
• Neutral
• 4LO (4–Wheel Drive Low Range)
06018-078
Figure 77 NV247 Selector Switch
138

The NV147 has only one 4WD operating range, 4 ALL-TIME. The NV247 has two
4WD operating ranges, 4 ALL-TIME and 4LO. The 4 ALL-TIME range is designed to
be operated on both hard and dry; and wet, snow covered or icy surfaces. On the
NV247, the 4LO range selection is for extra pulling power in off–road use situations.
Using 4LO on hard and dry surfaces may cause driveline windup and damage to the
4–Wheel Drive system (front axle, transfer case or prop shafts).
4LO Operation (NV247 only)
To shift into 4LO, the driver must slow the vehicle to below 3-5 km/h (2–3 mph) and
shift the transmission into Neutral, or depress the clutch and shift the transfer case
to 4LO without pausing in Neutral. If shifted to or paused at Neutral, the engine may
need to be shut off to avoid gear clash while completing the shift.
Caution: Never attempt to engage LO range when the vehicle is moving faster
than 3–5 km/h (2–3 mph). Transfer case and/or transmission gear
damage may result.
139
POWERFLOW
4 ALL-TIME Powerflow
In 4 ALL-TIME, power is transmitted through the input gear to the mainshaft and
progressive coupling. Power is then transferred through the progressive coupling to
the front output shaft and to the front axle.
06018-079

3 Progressive Coupling 7 Input Gear
4 Rear Output Shaft
Figure 78 NV247 4 ALL-TIME Powerflow
140
4LO Powerflow (NV247 only)

In 4LO the range fork moves the range hub and the locking clutch rearward,
connecting the pinion carrier and the main drive sprocket to the mainshaft. This
locks the progressive coupling, splitting power to the front and rear output shafts.
When the annulus gear is fixed to the case, power is transferred through the input
gear to the planetary gears. The planetary gears rotate around the annulus gear
internal teeth, causing the pinion carrier and mainshaft to rotate at a reduced gear
ratio of 2.72:1.
06018-080

3 Progressive Coupling 7 Input Gear
4 Rear Output Shaft
Figure 79 NV247 4LO Powerflow
141
Progressive Coupling
Under normal driving conditions, the majority of available torque is applied to
the rear wheels. However, when front-to-rear wheel speed variations exist, the
progressive coupling transfers torque to the axle with the better traction, thus
minimizing wheel spin and maximizing control.
The progressive coupling is supplied with pressurized oil by a gerotor style pump.
The pump rotor and case are driven by the front and rear driveshafts respectively,
and deliver pressurized oil flow to the coupling in proportion to their speed difference.
06018-081
1 Progressive Coupling 3 Rear Bearing

2 Gerotor Pump 4 Output Shaft
Figure 80 Gerotor Pump
142
The progressive coupling contains a multi-disc clutch pack that is alternately splined
to the front and rear driveshafts, and controls torque variation between the front and
rear driveshafts as dictated by the pump.
A set of orifices and valves control the speed-difference starting point and rate of
torque transfer rise in the clutch. This allows the system to disregard the normal
speed differences between axles that result from variations in front-to-rear loading
and typical cornering.
Due to the unique operation of this progressive coupling, it requires use of a unique
lubricant (Mopar Transfer Case Lubricant NV247). This is the ONLY lubricant that
can be used in the NV147 and NV247 transfer cases.
06018-082
1 Clutch Pack 2 Housing

Figure 81 Progressive Coupling
143
Notes:
144
Notes:
145
Notes:
146

4WD/AWD Operation, Diagnosis, and Repair: Front Axle Disconnect

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4WD/AWD Operation, Diagnosis, and Repair: Front Axle Disconnect

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4WD/AWD Operation, Diagnosis, and Repair

Rear Output Ignition

6 4WD Neutral Indicator

1 Ground 4 Dimming Signal

Transfer Case Motor Ground

Transfer Case Encoder Signal

Transfer Case Motor A Signal

Transfer Case Motor B Signal

Transfer Case Motor Lock Signal

INTRODUCTION AND OBJECTIVES ................................................................... 1

MODULE 3 TRANSFER CASE OPERATION ...................................................... 35

MODULE 8 ALL WHEEL DRIVE SYSTEMS ..................................................... 119

INTRODUCTION AND OBJECTIVES

Table 1 PART-TIME Transfer Case Applications

Transfer Shift Application Features Shifter

Table 2 FULL-TIME Transfer Case Applications

Table 3 Active Transfer Case Applications

Transfer Shift Application Features Shifter

The acronyms listed here are used throughout this course.

• LSD Low Side Driver

MODULE 1 TRANSFER CASE OVERVIEW

NEW VENTURE GEAR (NVG) IDENTIFICATION

1 NV242 J Transfer Case Model 4 Day

GEAR RATIOS AND APPLICATION

Lubricant Transfer Case

1 Identiﬁcation Tag 3 Drain Plug

MS140 Fill And Level Check

1 Transfer Case Fill Plug 3 Transfer Case Inspection Plug

MODULE 2 ELECTRICAL AND BUS SYSTEMS

The basic principles of electricity are essential to understanding Transfer Case

Figure 4 Open Series Circuit

Figure 5 Closed Series Circuit

Figure 6 Simple Circuit With Two Bulbs

Figure 7 Simple Circuit With Three Bulbs

TCCM TWO-STATE INPUT CIRCUIT

Figure 8 TCCM Circuit, High Input

Figure 9 TCCM Circuit, Low Input

TCCM MULTIPLEXED (MUX) SWITCH CIRCUIT

4500 Ohms 4HI

Figure 10 MUX Switch Circuit

MODULE FAULT RECOGNITION

4500 Ohms 4HI

Figure 11 TCCM Circuit, Short to Ground

4500 Ohms 4HI

Figure 12 TCCM Circuit, Open Circuit

4500 Ohms 4HI

Figure 13 TCCM Circuit, Short to Power

Figure 14 Typical CAN Bus (WK Shown)

Figure 15 Twisted Unshielded Bus Wires

Feature PCI Bus CAN B CAN C Diagnostic

Each CAN bus system has advantages and limitations.

Figure 16 CAN C Bus Voltages

Figure 17 CAN B Bus Voltages

Figure 18 CAN B Sleep Mode Voltages

Figure 19 2005 DR PCI Bus Conﬁguration

Bias and Termination

Figure 20 PCI Bus Bias and Termination

MODULE 3 TRANSFER CASE OPERATION

1 Front Differential 6 Rear Drive Shaft

FLANGES AND YOKES

1 Companion Flange 3 Slip Yoke

1 Rear Output Shaft 5 Input Gear

1 Range Fork 4 Mode Sleeve